Q-T4: Please provide suggestions for how smart cities technologies could be supported in South Warwickshire
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Q-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. 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). 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).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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Question T1: 3.77 Taylor Wimpey supports the principles of the 20-minute neighbourhood in the SWLP, including its benefits of boosting local economies, improving people’s health and wellbeing, increasing social connections in communities and tackling climate change. The principles lend to exemplar place-making and are reflected by Land North of Leamington. 3.78 Taylor Wimpey therefore support Option T1b, though this should not be a policy requirement as the composition and functionality of a neighbourhood is in constant flux. 3.79 Instead, this should refer to and reflect the principles already established in the NPPF, PPG, the National Design Guide, which should inform and guide the SWLP. 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: We consider the principle of the 20-minute neighbourhood should be incorporated into the Plan for new development. The policy should ensure that sites and developments are delivered in a sustainable manner. As such Option T1c is considered appropriate to include as a bespoke policy requiring the principles of 20-minute neighbourhoods to be included within development proposals.
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Q B2 Upholding Vale of Evesham Control Zone for HGVs. Support it.
No answer given
Encouraging connectivity can be achieved by choosing the right sites in the right locations which can deliver wider infrastructure improvements and/or which can incorporate connectivity to wider areas. The Red House Farm site is one such opportunity, which could not only be linked to the wider area through new footpath connections to existing Public Rights of Way and cycle routes, but which is ideally situated to link to a Park and Ride along Europa Way. The development would also facilitate the delivery of a new junction on the M40 to replace junctions 13 and 14. This would help resolve the existing problems with these junctions and opportunities could be taken to encourage sustainable refuelling around the new motorway junction.Through allocating sites which can demonstrably deliver solutions to existing problems and improve the existing context, the Councils can holistically address the need to encourage connectivity and deliver key infrastructure. Resolving existing issues and generally improving connectivity, whether that be through improvements to the Strategic Road Network, improvements to public transport connections, or other options, can help to reduce congestion, which delivers environmental benefits. In this regard, whilst active and sustainable travel should be prioritised, enhancing connectivity, in all forms is the best approach to ensuring that the Local Plan enables sustainable growth in relation to the environment, personal wellbeing and the economy.In this context, there are existing problems (both with regard to safety and congestion issues) surrounding junctions 13 and 14 of the M40. These problems should be addressed through the Local Plan. The Red House Farm site provides the opportunity to do this. As noted above, the development would facilitate the delivery of a new junction on the M40 to replace junctions 13 and 14, helping to resolve an existing problem.
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Q-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. 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). 2.46 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). 2.47 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 profile14” of the 20- minute neighbourhood, whilst also allowing for more consideration of local circumstances in line with the NPPF (Para 9).
No answer given
Issue S2: Intensification: There are compelling reasons to have strong policies to support increasing active travel (cycling and walking), maintaining and improving public transport and local services and reducing the need to build on greenfield sites.
No answer given
Issue T1: 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.
No answer given
Issue S2: Intensification: There are compelling reasons to have strong policies to support increasing active travel (cycling and walking), maintaining and improving public transport and local services and reducing the need to build on greenfield sites.
No answer given
Issue T1: 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.
No answer given
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.
No answer given
Issue S2: Intensification: There are compelling reasons to have strong policies to support increasing active travel (cycling and walking), maintaining and improving public transport and local services and reducing the need to build on greenfield sites.
No answer given
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.
No answer given
Issue S2: Intensification: There are compelling reasons to have strong policies to support increasing active travel (cycling and walking), maintaining and improving public transport and local services and reducing the need to build on greenfield sites
No answer given
Issue T1: 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.
No answer given
Q-T1: Please select all options which are appropriate for South Warwickshire 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. 2.82. The Respondent is supportive of the maximisation of opportunities for people to meet their day-to-day needs near to where they live and are therefore supportive, in principle, of the 20-minute neighbourhood concept. Turning to Hampton Magna, the Respondent’s site to the west of Hampton Magna is compliant with the 20-minute neighbourhood principle and is considered an ideal candidate for allocation. Further information regarding the site is set out under Section 3.0 of this Statement and the accompanying Promotion Document. 2.83. The main issue with the application of the 20-minute neighbourhood concept is the predominant rural nature of South Warwickshire, where 20-minute neighbourhood principles will be difficult to translate. As noted elsewhere in this Statement, the Councils have an obligation to consider the vitality of rural settlements in accordance with Paragraph 79 of the NPPF. To adopt a strategy that plans solely on the basis of the 20-minute neighbourhood concept therefore is to potentially ignore large swathes of the plan area to the disadvantage of the vitality and viability of those settlements located within the rural hinterlands. The Council will therefore need to allow for flexibility in the way that 20-minute neighbourhood principles are applied should they proceed with such an approach. The same goes for alternatives such as Building for Healthy Life, which in the Respondent’s view should be presented as best practice as opposed to a specific policy requirement.
No answer given
Q-T2: Please select the option which is most appropriate for South Warwickshire Option T2a: Include a policy which takes a hierarchical approach in terms of prioritising transport infrastructure. 2.84. The Respondent is supportive of the inclusion of a policy that seeks to maximise opportunities for sustainable transport by taking a hierarchical approach. However, it should be recognised that opportunities to maximise sustainable transport solutions will vary between urban and rural areas as per Paragraph 105 of the NPPF. 2.85. The introduction of lower parking standards in areas that have good active/public transport links may be appropriate but only where there is robust evidence to suggest that such action is likely to achieve a change in travel habits. This will help to avoid issues related to insufficient parking provision once developments are occupied.
No answer given
Issue S2: Intensification: There are compelling reasons to have strong policies to support increasing active travel (cycling and walking), maintaining and improving public transport and local services and reducing the need to build on greenfield sites.
No answer given
Issue T1: 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.
No answer given
Issue S2: Intensification: There are compelling reasons to have strong policies to support increasing active travel (cycling and walking), maintaining and improving public transport and local services and reducing the need to build on greenfield sites.
No answer given
Issue T1: 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.
3.12 The University actively supports the development of ‘smart city’ technologies in support of sustainable growth and is working with Transport for West Midlands (TfWM) and partners in 'Choose Your Way Warwick' - a collaborative two-year project where the campus is acting as a living lab to test out new mobility ideas, approaches and technologies that could help to address the climate emergency. Initiatives include a sustainable travel app ‘Choose your way Warwick’, car clubs, car-pooling, e-scooter trials and demand responsive transport. Smart technology is also being used to support informed decision making, including the use of ANPR at car parks to monitor access and use with plans to extend the use of ANPR through the car-pooling technology to prioritise multi-occupant car trips. Vivacity sensors are also strategically installed around campus in partnership with local authorities to capture traffic movements. Smart technology is also central to the concept of mobility hubs to provide users with access to on-demand services. The university would be supportive of proposals to incorporate streetlight and traffic signal sensors to provide dynamic and cost-effective insights in support of transport network planning and optimisation; the roll-out of smart, connected mobility hubs across the county and provision of real time public transport information through physical displays and digital apps such as Choose your way Warwick.
Q-T1: 20-minute neighbourhoods 3.9 The University supports Option T1b to include reference to the principles of a 20-minute neighbourhood or other similar design approach within a broader overarching policy. This recognises the need to approach this concept on a case by case basis and in the context of existing and proposed sustainable accessibility. Emphasis within the overarching policy should be placed on larger proposed developments which have a greater ability to internalise trips through the provision of complementary land uses such as schools, neighbourhood centres and community hubs. The University supports the need to address full journey profiles, to ensure that strategic connectivity to local and regional urban centres / destinations and first mile and last mile travel are considered in a holistically through sustainable and active travel connectivity improvements. Q-T2: Sustainable transport accessibility across South Warwickshire 3.10 The University supports in principle, Option T2a to have a policy supporting a hierarchical approach in terms of prioritising transport infrastructure. This is subject to understanding the opportunities available to be set out as part of the emerging Warwickshire Local Transport Plan. Further consideration as part of this hierarchical approach should focus on enhancing sustainable connectivity for rural communities to ensure there are meaningful alternatives to private car use through the prioritisation of appropriate transport infrastructure. The University would welcome supporting alternative options for sustainable travel and new mobility, e.g. e scooters, cycle hire, car club/pooling schemes, mobility hubs etc. The University already has plans to support similar initiatives on campus helping our long-term sustainable transport ambitions and would welcome a supportive policy. Q-T3: Road travel, employment, and freight 3.11 The University supports Option T3a to have a policy encouraging more sustainable road-based transport for businesses and views this as an import step on the net zero pathway for decarbonising surface access transport. The University supports an approach which seeks to maximise the benefit of strategic infrastructure investment to help support any opportunities for ‘last mile’ freight journeys or driverless delivery pods and the increased use of electric vehicles, including by public transport operators and car club providers. The use of delivery and servicing consolidation hubs should form part of this policy, to serve existing communities as well ‘future-proofing’ new development. This would allow for last mile deliveries to be made by smaller electric vehicles, reducing congestion and air pollution. This innovative approach is being proposed at the University with an edge-of-campus delivery consolidation centre and last mile delivery and servicing being achieved on campus by a fleet of smaller electric and potentially autonomous, vehicles. The University already has a network of EV charging infrastructure on campus alongside a commitment to increase EV charging availability aligned to proposed campus improvements, and would support a commitment to increase EV infrastructure more broadly as part of the local plan policy. Q-T5: General comments on a well-connected South Warwickshire 3.13 The University’s Strategy 2030 includes an explicit commitment to develop sustainable transport, energy and a green campus. In September 2019, the University declared a state of Climate Emergency and set out plans to reach net zero carbon from direct emissions and the energy it buys by 2030. It is also working with the community to put in place initiatives to significantly reduce indirect emissions with the aim of achieving net zero carbon for both direct and indirect emissions by 2050. In December 2020, Warwick were ranked 4th in the UK and 29th in the world in the UI GreenMetric World University Rankings 2020. 3.14 The strategies to tackle climate change and provide for and promote sustainable travel within Chapter 10, align with the University’s commitment to becoming a SMART carbon neural campus by 2030, through measures such as improving resource efficiency and reducing campus energy demand, generating and storing green energy to support the campus and local communities and embodying the use of SMART technology across campus. 3.15 The University anticipates further growth in student numbers and research capability by 2030 with new and replacement development primarily focused within its existing boundaries through densification of central campus, the creation of new public realm and pedestrian/cycle friendly routes, the completion of a ring of peripheral mobility hubs where visitors can leave cars and transfer to other forms of demand responsive transport and micro-transit, an integrated approach to ecology and biodiversity, and a shift towards more onsite renewable energy generation as part of the University’s response to climate change. The University is underpinned by a transport strategy which has been designed to reduce emissions through the delivery of a range of sustainable transport interventions.
No answer given
Issue T1: 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.
No answer given
Q-T1: Please select all options which are appropriate for South Warwickshire Sport England supports the principle of 20-minute neighbourhoods, with it being closely aligned to the principles set out in the Active Design Guidance. Sport England have also worked in partnership (amongst other bodies) with the TCPA in devising the 20-minute Neighbourhoods Guidance (https://tcpa.org.uk/wp-content/uploads/2021/11/final_20mnguide-compressed.pdf) to help council’s and communities in developing this into their area. In developing a 20-minute neighbourhood principles for South Warwickshire it would be good to establish how this would be achieved (single policy or through a combination of policies). Sport England would also question how a 20-minute neighbourhood should be defined I.e. district wide or resident led? If the latter consultation within the community at a local level would be required (beyond standard Local Plan consultation stages) to help to create a vision and framework for a local area. An example of this would be the work undertaken by London Borough of Waltham Forest https://www.walthamforest.gov.uk/media/5665 which draws on the existing strengths, character, heritage, assets, and priorities of each of its areas and develop hyper-local plans for improvement co-designed with local communities. Another example of work to support 20-minute neighbourhoods within the Local Plan is that undertaken by Leeds City Council https://www.leeds.gov.uk/docs/Local%20Plan%20Update/Local%20Plan%20Update%20-%2020%20Minute%20Neighbourhoods%20Report.pdf
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Issue T1. 20 minute Neighbourhoods. The aim for ‘20 minute neighbourhoods’ is a desirable ‘aspiration’ which can be better applied to an urban context but has a different and wider relevance to the rural context, where people often lead more insular lives. The fact that both Stratford and Warwick are largely rural Districts seems to have become forgotten and the analysis seems somewhat ‘urban focused’. Yet many nuclear rural settlements with a shop, school and bus service are in fact potentially ideal 20 minute neighbourhoods where shopping, schooling and social activities are all done within the same community. Issue T2. Sustainable transport accessibility. There is only a limited amount that forward planning can do to generate widespread public transport provision in Warwickshire. Indeed, it could be pointless to frame new development around bus services unless those routes are guaranteed to be secure and relatively frequent. However, more development is likely to protect the frequency of bus services – if necessary supported by subsidy. The Councils should therefore make every effort to strengthen bus and train networks both by policy intervention and through direct subsidy – in the urban and rural areas.
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Q-T1: Please select all options which are appropriate for South Warwickshire Option T1b. The Cotswolds National Landscape Board recognises the benefits of applying the principle of the 20-minute neighbourhood, based on the multiple health and climate change benefits that arise from it. As such, we would support making reference to the principles of a 20-minute neighbourhood within a broader over-arching policy. However, it may not be possible (or appropriate) for every development to be located within a 10-minute walk of most day-to-day needs (i.e., key facilities, services, etc.). The most appropriate option might be to indicate, in the relevant policy, that development proposals that are located within a 10-minute walk of key facilities / services (and / or meet the principles of a 20-minute neighbourhood) would be viewed more favourably. Q-T2. Please select the option which is most appropriate for South Warwickshire Option T2a. In principle, the Cotswolds National Landscape Board would support a policy that prioritises and facilitates alternatives to private car use, including active travel. Q-T5: Please add any comments you wish to make about a well-connected South Warwickshire. A key component of being well-connected is to secure good telecommunications connectivity, including broadband. This would have the added benefit of reducing the need to travel as it would provide more people with the option of working at home.
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itseems to me the move to hybrid and electric vehicles including buses would greatly improve our atmosphere in Whitnash
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Issue T1: 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.
No answer given
In line with the vision for the sub-region of encouraging sustainable development, it will be necessary for the Local Plan to support a modal shift towards public transport and away from private car use. There is therefore a need to introduce policies which support sustainable transport, requiring the appropriate infrastructure to be delivered which is particularly important across the sub region as the quality of public transport services is generally low. On this basis it would seem reasonable that policy makes specific reference to the principles of 15-minute cities/20-minute neighbourhoods, and ensure that sustainable, active forms of transport are included within early design scope. LMA specifically also benefits from the close proximity of the Stratford Greenway, which provides a circa4 mile sustainable transport corridor for both cyclists and pedestrians between Stratford upon Avon and Long Marston. The greenway is part of a national cycle route and is extensively used by both recreational users and commuters. The greenway was formerly part of the Stratford to Honeybourne railway and is itself safeguarded land under Policy CS.26 of the SDC Core Strategy. The greenway could provide the basis for numerous sustainable transport options and initiatives, including the potential reinstatement of the railway line southwards from Stratford to Long Marston (linking to existing lines extended from there beyond). As identified on the accompanying policies map, a section of land adjacent to the greenway within the site boundary of LMA is identified as a potential train station location. The greenway, either in existing form, or alternative use such as rail, can help as part of a strategy for this part of South Warwickshire to deliver growth which makes best use of non-car modes of transport, and alleviates pressures on the existing highway network. However, this will require vision and new ways of thinking.
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There are compelling reasons to have strong policies to support increasing active travel (cycling and walking), maintaining and improving public transport and local services and reducing the need to build on greenfield sites.