Q-T4: Please provide suggestions for how smart cities technologies could be supported in South Warwickshire
Improving connectivity (excluding vehicles and motorways) should include broadband/mobile networks and public transport across the district to give people the flexibility about how they choose to live, work and travel in the light of post-pandemic working practices and avoid the constant proliferation of roads at the expense of quality of life.
The consultation document explains the principles of 20 minute neighbourhoods and that responses to the first consultation support these principles which ensure that key infrastructure such as shops, schools and doctors are located close to people’s homes. Therefore this local plan must prioritise 20-minute neighbourhoods and clearly set out “the vision and expectations for new developments and places, to ensure early design incorporation.” Clear design or master planning of major developments is vital to maximise connectivity and minimise walking distances for residents. Sadly, previous haphazard developments have not done this. It is important to create good quality transport links that promote active travel and encourage the use of public transport to decrease car dependence. A full review of integrated transport options is required (timing/quality of services). In Planning terms, active travel must be a requirement for all medium and large development areas. Links beyond the immediate developments should be agreed at outline planning stage. Developments should have footways and cycle provision built to Gear Change standards as an integral part of developments rather than an afterthought. Town Centres should not be dominated by traffic and the creation of small and micro-businesses needs to be encouraged. Development must be holistic and avoid fragmented initiatives which blight smaller towns.
Long term policy should aim towards the introduction of new DRT options in coming years. For example, cycle hire and electric scooter schemes in town centres, digital travel assistants providing live travel information, digital bus stops with live information, e-cargo bikes, increased EV charging and more. This approach will furtureproof transport developments that are already being used in the region and should be extended into these district in the near future.
Policy should align with already consulted strategy documents at both District and County Level, such as LTP4, to further support the delivery of already prioritised schemes in Stratford Upon Avon Town. These policies should also provide clarity on how District and County authorities plan to work together to deliver well connected places. Any hierarchical policy should deprioritise car use and work towards business models for the District Council that are less reliant on car parking income. "
We are too rural to consider strategies that work for cities. There are higher priorities to consider. However you could aim to provide proper cycle paths alongside major routes. Look at how the Netherlands do it so it’s safe and cyclists will want to use them and reduce their reliance on the car.
Cycle paths separate to roads so they are the shortest quickest route. See how they do it in the Netherlands.
The three examples provided are all worthwhile and should be implemented by Warwick District Council, Warwick County Council and bus companies i.e. Traffic light timings which respond to traffic flows to ease congestion 'Live' timetable information at bus stops Streetlights which adjust their brightness according to the activity around them
it is really important that the principle of the 20-minute neighbourhood (i.e. a 10-minute walk to and a 10-minute walk from daily services) underpins both the planning of new development and improvements to existing residential areas in South Warwickshire. The Local Plan should define what the 20-minute neighbourhood must consist of and what daily services must be within a 10-minute walking distance of all homes - this should include a small supermarket, open and green space for recreation, a pharmacy, a GP practice, and public transport (e.g. a stop on a bus route) to the centre of the nearest town and to the nearest hospital. In addition, all new development should be located within a 20-minute walk from a primary school. Before making any final decision about the local of new housing, Warwick District Council and Stratford on Avon District Council should commission research to determine what housing density would be required in new settlements to enable viable 20-minute neighbourhoods to evolve. Otherwise, even if developers are required to provide retail units, these may not produce viable businesses. The City of Edinburgh Council has estimated that a housing density of at least 65 dwellings per hectare is required to enable a viable 20-minute neighbourhoood (see: https://www.scotphn.net/wp-content/uploads/2015/11/20-minute-neighbourhood-rapid-scoping-assessment.pdf). One of the key issues for the Local Plan should be whether the new developments should be developer-led or whether the two District Councils should be playing a much more proactive role in determining housing, transport and social needs in South Warwickshire, and in deciding what are the optimal locations and housing mixes for each area. In particular, the Councils should be considering every opportunity to build on brownfield sites which do not serve important public realm, public space or social space functions, and to use compulsory purchase orders to buy up brownfield sites for residential housing to help reduce dependency on cars, and to keep town centres as well-used as possible. If Kenilworth is to grow any further, Warwick County Council must ensure that it is provided with its own reasonably frequent (e.g. hourly) local bus service which connects all residential areas in the town with the town centre. A direct bus service from Kenilworth town centre should also be provided to the closest hospital(s). The Local Plan should explicitly rule out the creation or expansion of car-dependent out-of-town or out-of-town-style retail developments, such as Leamington Shopping Park and large supermarkets. There is also a need for much-improved street design in Kenilworth to reduce the speed of traffic, and to make walking and cycling pleasant and easier. There are some particularly dangerous junctions caused, in part, by excessive corner radii. These re particularly dangerous for older and less mobile pedestrians. Small corner radii slow traffic and are much safer for both pedestrians and cyclists. Street design guidance should include measures, such as small corner radii, to make streets safer. Major settlements, such as Kenilworth, should have a high-quality cycling network which facilitates easy access to the town centre from every residential area in the town. The Local Plan should include baseline data on current modal transport share in South Warwickshire, and should set out a series of SMART objectives aimed at achieving a significant shift from private car use to public transport and active travel modes. The Local Plan should be aimed at achieving a region which is well-connected by public transport and active travel modes, rather than by private car.
As suggested
Don't burden Bishops Tachbrook with industrial traffic as well as the residential traffic.
It is an unrealistic expectation for general public to answer this. However, basic provision such as high speed broad band and good mobile phone coverage, both of which are not available in Henley would be a start.
Much presented to date is ideology. It is clear from living or driving through Henley and the surrounding villages that connectivity is a problem and that there are few road options. Despite the presence of a railway and a bus route residents have difficulties using public transport on a daily basis due to poor timetables and cancellations. Any move to expand Henley or any of the areas locally will draw pressure on poor services and inadequate road systems which could only be improved with additional road which is an unacceptable option.
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As mentioned elsewhere in our responses, Councils need to recognise that road-building is not a solution for mobility issues in an age of climate breakdown. Even if all vehicles are electrified, we need to get vehicles off the road, not just because our carbon budgets cannot allow for such a scale of production, but also simply because our towns and countryside cannot cope with the ever-increasing space given over to roads and cars. But the more space we provide for cars, the easier people find it to drive, and so the more they drive (and the less they use public transport), according to the logic of induced travel. The Councils need to include a policy on rail connectivity, and the reopening of old railway lines.
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Issue T1: 20-minute neighbourhoods - We support Option T1b. However, we note that this can be oversimplified and needs to be applied carefully and not be too prescriptive as some sites may have multiple facilities beyond 800 metres and are sustainable locations for new housing.
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transport needs to be better integrated and this may vary from one are to another. Cyclists should not be given priority over pedestrians across the board and this makes no sense in many instances. Need to consider impact of e bikes.
Live timetable information should be available at all bus stops. Indigo plus bus service could be extended, for example, so that it connects West Warwick with Coventry rail station.
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A good net work of cycle pathways which are and are perceived to be safely shielded from motorised vehicular traffic or are separately located away from roads used by motorised traffic is essential.
More Automatic Control of traffic is not the only answer. Leaving people greater flexibility in traffic can lead to safer streets with a better traffic flow. Re: European examples.
T3: Answer T3a Any Low Emission Zones should not introduce the closure of any routes. This is self-defeating since it will result in longer journey times, more fuel burn, more pollution, moving the problem elsewhere and more overall congestion. It has also been shown to damage local businesses, increase ambulance attendance times and cause problems for the Police.
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Specifically for Wootton Wawen, already with small and dangerous lanes and strange exits and entrances onto/off the A3400 , I can recall that as Governor of Ardenhurst School we were told that no such extra entrances/exits would ever be allowed.Times move on, but the roads and crossings have not, even from the de-trunking of the A34. As a specialist over many years in the movement of goods by any means there is little doubt that increasing dwellings in Wootton Wawen will cause a problem with traffic let alone any supporting infrastructure which is currently nil. The Station , of which I am a supporter is being well tended voluntarily and WM trains and the upgrading of the Shakespeare Line , would indicate that at the very least a car park has to be built on the field adjacent but with major safeguards for the users, pedestrians etc. There is a suggestion that some homes may well be built as part of this renovation, but they wont want to allow free parking exacerbated by a parking charge (vide Henley) where an accident is waiting to happen.I note that the preamble to all this was to have been the merger with WDC so that alone is confusing for some.
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Further housing needs to be close to current infrastructure and area of need. The A46 and M40 provide strategic connection without having to cross our by pass towns such as Stratford-Upon-Avon. The planned LMA is failing due lack of delivered infrastructure.
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NEW HOUSING WHERE THE INFRASTRUCTURE ALREADY EXISTS SUCH AS SCHOOLS SHOPS RAILWAYS AND MAIN ROADS THIS WILL REDUCE NEED TO TRAVEL BECAUSE PEOPLE CAN USE LOCAL FACILITIES WHERE POSSIBLE
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Further housing needs to be close to current infrastructure and area of need. The A46 and M40 provide strategic connection without having to cross our by pass towns such as Stratford-Upon-Avon.
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ANY MORE DEVELOPMENT IN wHITNASH WILL HAVE AN ADVERSE EFFECT ON THE ORESENT POPULATION. tHE TOWN IS SERVED BY ONE ROAD IN OUT AND THAT IS ALREADY HEAVILY USED IN PEAK TIMES ESPECIALLY AS ITS USED AS A RAT RUN FOR THOSE ATTEMPTING TO AVOID the Morrisons island
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Roads: not many major roads across the county, so rural roads are now far busier because of the current developments already on board eg GLH and Southam. The country lanes are now rat runs as drivers seek a means of avoiding traffic, leading to an undermining of the lanes,eg pot holes and ruts down the sides of narrow lanes. Schools; although provision for primary has been considered, new secondary schools should be considered.
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South Warwickshire- Alcester- Rural settlement which would struggle with the 20 minute neighbourhood. Not an appropriate measure for Alcester.
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3.50 Taylor Wimpey is generally supportive of the inclusion of guidance in respect of 20- minute neighbourhood principles in the SWLP. Such principles will guide proposals for a new neighbourhood at Hockley Heath. However, this should not be a policy requirement as the composition and functionality of a neighbourhood is in constant flux. 3.51 Taylor Wimpey therefore support Option T1b, but these must refer to and reflect the principles that are already established in the NPPF, PPG, the National Design Guide, which should inform and guide the SWLP. 3.52 Whilst the NPPF does not refer directly to 20-minute neighbourhoods, the SWLP will need to be consistent with national policy to enable the delivery of sustainable development – therefore by virtue of the test of soundness, the SWLP will embed the principles of 20-minute neighbourhoods in its strategic and non-strategic policies.
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Q-T1: Please select all options which are appropriate for South Warwickshire 7.1 Paragraph 110 of the Framework advises that in assessing sites that may be allocated for development in plans, it should be ensured that appropriate opportunities to promote sustainable transport modes can be taken up, and that safe and suitable access to the site can be achieved from all users. Therefore, it is considered that Option T1b would be most appropriate. 7.2 The promotion site [land east of Banbury Road, Southam] immediately adjoins the built-up area boundary of Southam and would constitute sustainable development. Within a 10 minute walk of the site the following facilities are available: • Southam town centre (includes pubs, restaurants, bank, shops, coffee shops, takeaways, library and post office); • Petrol Station; • Tesco Superstore; • Southam Cricket Club; • Southam Football Club; • Happy Days Nursery; and • Bus Stops on Banbury Road 7.3 Primary, secondary and further education establishments and Southam Leisure Centre are all also available within a 19 minute walk. 7.4 It is considered, therefore, that the new homes at land east of Banbury Road will comply with the 20-minute neighbourhood concept, owing to the close proximity of the site to Southam’s services and facilities.
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Q-T2: Please select the option which is most appropriate for South Warwickshire 7.5 L&Q Estates are supportive of Option T2a as a hierarchical approach in terms of prioritising transport infrastructure for those living in rural areas and urban areas would be most appropriate. In particular, we are supportive of exploring opportunities to use existing green and blue infrastructure as potential active travel options. This approach is consistent with Paragraph 110 of the Framework, which advises that in assessing sites that may be allocated for development in plans, it should be ensured that appropriate opportunities to promote sustainable transport modes can be taken up, and that safe and suitable access to the site can be achieved from all users. 7.6 L&Q Estates’ site at land east of Banbury Road, Southam will include a series of new pedestrian and cycle routes within the development. An existing PRoW which runs along the northern site boundary is proposed to be retained within a green corridor. 7.7 The main vehicular access to the Site is proposed to be gained from Gardeners Way to the north, which provides access to the wider highway network via the existing roundabout junction of Banbury Road (A423) and the A425. The access would also afford pedestrian and cycle connections along the northern side of the carriageway. 7.8 The access road will provide vehicular access to both the promotion site and adjacent development to the west. Two access options have been identified whereby either site could be served as the minor arm from a T junction. 7.9 As part of the delivery of the site, a dedicated pedestrian footway will be delivered from its north western extent to link with the existing pedestrian infrastructure along Gardener Way and further afield to Southam.
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20-minute neighbourhoods: Clear design or master planning of major developments is vital to maximise connectivity and minimise walking distances for residents to key infrastructure such as shops, schools and doctors, right from the early design drawings. Sadly, previous haphazard developments have not done this.
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Q-T1: Please select all options which are appropriate for South Warwickshire Option T1a: Include no policy on the principles of the 20-minute neighbourhood for new development. Option T1b: Include reference to the principles of a 20-minute neighbourhood or other similar design approach (e.g. Building for a Healthy Life) within a broader overarching policy. Option T1c: Include a bespoke policy requiring the principles of 20-minute neighbourhoods to be included within development proposals. Terra believe that Option T1b would be most appropriate for the Local Plan, particularly if the Councils opt to introduce new settlements through the Plan. Terra agree with the principle of exploring the ‘20-minute neighbourhood’, particularly in light of the Councils’ declared climate emergency, but this should not be applied as a blanket policy expectation. This aspiration will be most appropriate when applied to new settlements as they provide the opportunity to capitalise on the existing surroundings, as well as incorporate new principles such, as the 20 minute neighbourhood, into the initial design framework. Conversely, for existing settlements, it may provide more difficult to “retro-fit” the 20-minute neighbourhood principles. Furthermore, South Warwickshire is predominantly rural in nature and, in these location, there is an reliance on private car travel. The Councils should use this opportunity to address and improve existing infrastructure provisions, such as enhanced bus services or providing new greenways to support growth within settlements
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Q-T1: Please select all options which are appropriate for South Warwickshire Option T1a: Include no policy on the principles of the 20-minute neighbourhood for new development. Option T1b: Include reference to the principles of a 20-minute neighbourhood or other similar design approach (e.g. Building for a Healthy Life) within a broader overarching policy. Option T1c: Include a bespoke policy requiring the principles of 20-minute neighbourhoods to be included within development proposals. Terra believe that Option T1b would be most appropriate for the Local Plan, particularly if the Councils opt to introduce new settlements through the Plan. Terra agree with the principle of exploring the ‘20-minute neighbourhood’, particularly in light of the Councils’ climate emergencies. This will be most appropriate when applied to new settlements as they provide the opportunity to capitalise on the existing surrounds as well as incorporate new principles such as the 20 minute neighbourhood. Whereas, for existing settlements, it may provide more difficult to “retro-fit” the 20-minute neighbourhood principles.
It is an unrealistic expectation for general public to answer this. However, basic provision such as high speed broad band and good mobile phone coverage, both of which are not available in Henley would be a start.
Q.T.2- Option T2a: Include a policy which takes a hierarchical approach in terms of prioritising transport infrastructure. However, in reality the problems faced by rural communities is that environmentally friendly, sustainable options are few. At present in Henley the available transport services are poor- in terms of frequency, reliability and connectivity. Our main hospital services are Warwick, with some in Stratford but there are no direct links to the general District Hospital of Warwick. Ideas around use of e-scooter etc would not be an option for the Henley area. There is and will continue to be a reliance on cars which the current road infrastructure can not support significant further increase. Q.T3 -option T3a: Include a policy encouraging more sustainable road-based transport for businesses. But these expectations and costs should not be pushed onto employees and residents. QT5: Please add any comments you wish to make about a well-connected South Warwickshire. Much presented to date is ideology. It is clear from living or driving through Henley and the surrounding villages that connectivity is a problem and that there are few road options. Despite the presence of a railway and a bus route residents have difficulties using public transport on a daily basis due to poor timetables and cancellations. Any move to expand Henley or any of the areas locally will draw pressure on poor services and inadequate road systems which could only be improved with additional road which is an unacceptable option.
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Q-T1: Please select all options which are appropriate for South Warwickshire. Whilst St Philips in principle welcomes the concept of the 20-minute neighbourhood, St Philips considers that a bespoke policy may inhibit growth within certain settlements. The NPPF is clear that: “Planning policies and decisions should play an active role in guiding development towards sustainable solutions, but in doing so should take local circumstances into account, to reflect the character, needs and opportunities of each area.” (Para 9). 2.35 In this regard, whilst St Philips considers that whilst the principles of the 20-minute neighbourhood align with the aims of the NPPF, the individual circumstances of local areas require flexibility. The South Warwickshire Settlement Analysis (January 2023) acknowledges that: “Across South Warwickshire therefore there are likely to be variations to how this [20- minute neighbourhoods] might be implemented. For example, the expectations in a larger town, will vary compared with smaller rural settlements” (Para 1.2). 2.36 St Philips therefore considers that a singular approach is not appropriate and could restrict growth in locations where it may not be possible or indeed necessary to adhere strictly to the policy. On this basis, St Philips considers that Option T1b is the most appropriate approach to the 20-minute neighbourhood. This would “raise the profile” of the 20-minute neighbourhood, whilst also allowing for more consideration of local circumstances in line with the NPPF (Para 9).
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Q-T1: QT1b: Include reference to the principles of a 20 minute neighbourhood or other similar design approach (e.g. Building for a Healthy Life) within a broader overarching policy. National policy does not currently require all developments in all locations to achieve Building for a Healthy Life accreditation or endorse the principles of a 20 minute neighbourhood. The connectivity and context of developments can be determined on a site by site basis.
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Q-T2: Option T2b: Do not include a policy which takes a hierarchical approach. Option T2b provides a greater degree of flexibility to take site-specific and location-specific factors into consideration and encourage a modal shift away from the use of the private car in order to address climate change objectives and create more sustainable communities. The NPPF9 states that transport issues should be considered from the earliest stages of plan-making. Therefore the choice of site allocations should be taking into consideration the accessibility of development sites to public transport (bus and / or rail networks) and active travel networks (such as footpaths and canal towpaths) to ensure that there are alternative travel options available for residents living in the new developments and opportunities to improve existing networks to serve new developments. To this end the SWLP should allocate sites within sustainable travel corridors, particularly rail corridors, for residential development to assist with meeting the sustainable housing need for the Local Plan period. Allocating development in locations with good access to existing public transport services also provides the opportunity to increase the patronage for, and therefore the viability of, these services. The site being promoted by BDWH to the north west of Warwick Parkway Railway Station provides a genuine opportunity to accommodate residential development in a location which benefits from existing rail, bus, walking and cycling networks (including a canal corridor). 9 National Planning Policy Framework (2021). Paragraph 104.
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Question T1: Option T1b; Include reference to the principles of a 20-minute neighbourhood or other similar design approach (e.g. Building for a Healthy Life) within a broader overarching policy. 3.43 IM are generally supportive of the inclusion of guidance in respect of 20-minute neighbourhood principles in the SWLP. However, this should not be a policy requirement as the composition and functionality of a neighbourhood is in constant flux.