Q-T4: Please provide suggestions for how smart cities technologies could be supported in South Warwickshire
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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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* Where is the planning to increase by at least one, the number of road crossings of the railway line at the bottom of Leamington Spa? Princes Drive is not able to cope now with the volume of traffic using it to cross the railway line and recent bridge repairs and gas leak repairs have shown how gridlock is created over a large number of roads whenever the use of Princes Drive is restricted. The alternative crossing between Bath Street and Clemens Street is also always congested and is not a practical route to the out of town shopping complex or to access the M40. * Recent years has seen an enormous new houses build program along Europa way and beyond and that seems to be continuing. Most of the residents of those new houses probably also have two cars. Princes Drive is the only feasible route for new residents to access Leamington Spa and then to progress further to Kenilworth and the A46. How can building at least one new road crossing of the railway line not be an URGENT need before that part of the town grinds to a halt with the associated much higher air pollution levels?
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Currently the infrastructure in the Stratford upon Avon District is woefully inadequate particularly in the town in relation to road networks and public transport consequently there is congestion which impacts air quality and climate change . To think of creating further housing and economic growth without addressing the need for a Ring Road type of structure would be madness e.g. when the 800 home in Shottery are occupied there will be total gridlock to the whole town which is already often in a state of gridlock and standstill at peak times and at weekends.
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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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Warwickshire is doing *really* bad on supporting alternative transport methods. See my comment on public transport above - unless an attractive, reliable public transport network is created, the public will not use it and prefer cars as their mode of transport. Equally, cycling as an alternative mode of transport is not sufficiently supported in terms of cycle roads connecting the different urban centres. In the light of increasing health problems due to obesity, and generally physical inactivity, amplifying the efforts in creating a "world beating" cycle route network would lead to multiple tangible benefits. Inspiration can be drawn from our European friends, where high-quality cycle routes are an integral part of e.g. the Netherlands and Germany.
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Comment - Support T2a: Issue T2a correctly states “The predominant form of transport across South Warwickshire is private car, however this will need to change in order to address climate change and create more sustainable communities”. Road transport is responsible for 80% of Nitrogen Dioxide emissions and rail, just 1.6%. Transport emissions account for 28,000-35,000 premature deaths pa in the UK. As a council that has declared a Climate change emergency, its planning and transport policies need to be radically changed accordingly, so that alternatives to road construction, including rail are prioritised. Road traffic also accounts for 72% of total greenhouse gas (GHG) emissions from transport (73% of passenger-kilometres), and rail accounts for less than 1% (6% of passenger-kilometres). *European Environment Agency (2019), ‘Share of transport greenhouse gas emissions’, data visualization. In an area like South Warwickshire with above average car ownership level, rail is the only mode that will secure modal change. Bus services are slow, expensive and infrequent and subject to the same levels of traffic congestion as cars. In an area like Stratford with a historic street pattern, the provision of segregated bus lanes would not be possible. Car ownership is high compared to county-wide and national levels, translates into high car dependency for travel to work (71% compared to 59% national average. (source Stratford Area Transport Strategy 2018). As a council that has declared a Climate change emergency, its planning and transport policies need to be radically changed accordingly, so that alternatives to road construction are prioritised, including rail. The Stratford upon Avon Area Transport Strategy 2018, has a key aim “to reduce high car dependency,” yet is focussed on new road construction, a failed strategy that would only encourage additional journeys by car Investment in rail over major road investment needs to be a key policy change in the South Warwickshire Local Plan. Restoration of the Stratford-Honeybourne-Worcester/Oxford rail link should be a core policy objective. Warwickshire County Council’s bid under the National Bus Strategy, was rejected in April 2022, when the DfT announced that only 40% of BSIP Bids would receive Government funding. The DfT confirmed that:- "The successful areas have been chosen because of their ambition to repeat the success achieved in London – which drove up bus usage and made the bus a natural choice for everyone, not just those without cars. As the government stated in last year’s national bus strategy, Bus Back Better, areas not showing sufficient ambition, including for improvements to bus priority, would not be funded." To this end, the SWLP needs to prioritise reinstatement of the Stratford-Long Marston-Honeybourne-Worcester/Oxford rail link, in accordance with New Settlement ref. E1 Long Marston Airfield / Meon Vale, Growth Option 1. Rail Corridors and the Long Marston Major Investment site at LMRIC. The ‘Long Marston Airfield Garden Village – Expression of Interest, July 2016’, Stratford DC/Cala Homes, contained 12 positive references to the benefits of reinstatement of the Stratford-Honeybourne rail link. It formed the basis for the Government’s subsequent granting of Garden Village status in 2017. It will deliver 3,500 homes/8,750 people. The Stratford-Honeybourne corridor, already has a committed population of 60,000 people while the Long Marston hinterland, including the Worcestershire part of Long Marston, Pebworth, Mickleton (Glos) has a committed population of 25,000 people. The Stratford Core Strategy Inspector’s Report, 2016, considered that reinstatement of the southbound rail link would:- “provide a long-term solution to the town’s traffic congestion.” (248-257). “There can be no question that the service would provide a sustainable alternative to the use of the private car for many residents and Visitors.” The South Warwickshire Local Plan therefore needs to be proactive and actively support reinstatement of the Stratford-Honeybourne railway. To do otherwise would be against the Core Strategy Inspector’s Report Recommendations. A key objective of the Local Plan must be to reduce the car mileage by south Warwickshire residents to access these rail services. Restoration of the south bound rail link from Stratford-upon-Avon to the North Cotswold Line must be a key priority of the South Warwickshire Local Plan to achieve this objective. Comment: Issue T3b - As the opening paragraph reflected responses that the SWLP should allocate housing and employment growth near existing sustainable transport infrastructure, the two options, T3a and T3b are contradictory with the above, too restrictive and solely focused on road based transport. Comment T5 - The Plan needs to prioritize reinstatement of the Stratford-Long Marston-Honeybourne-Worcester/Oxford rail link, in accordance with New Settlement ref. E1 Long Marston Airfield / Meon Vale, Growth Option 1. Rail Corridors and Major Investment Sites – Long Marston Rail Innovation Centre. It is now 29 years since the landmark, Government SACTRA Report, 1994 which concluded that after 40 years of road construction, new roads create new traffic and do not provide solutions. When a new road is built, new traffic will divert onto it. Many people may make new trips they would otherwise not make and will travel longer distances just because of the presence of the new road.
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General Planning Principles - Accessibility & Transport Accessibility to train services is critical. We welcome any policy that enables as many people as possible to travel by train. As a Rail User Group, this objective is axiomatic to the aims, values and wishes of many residents and passengers we represent. Rail has a vital role to play in supporting new housing development, especially if we can encourage high-density developments around new or existing stations with good connectivity to a major metropolitan area. We wish to see increased train service frequencies where appropriate; we want to see latent demand caused by accessibility issues faced by groups of potential rail passengers resolved; we wish to see existing stations significantly enhanced where suitable, together with an expansion of the rail network where such investment would enable better connectivity and rail network resilience. Increased rail passenger demand compounded by the absorption by local authorities of government-directed housing growth poses a risk and opportunity to rail. We believe the SWLP should reflect the priorities of the West Midlands Carbon Homes Routemap, defined as; To address whole-life carbon, low-carbon transport also needs to be prioritised, including: • Investments in public transport • Prioritising active travel solutions within the transport hierarchy • Encourage transit-oriented and car-free development. • Include requirements for EV charging infrastructure as a condition of West Midlands Combined Authorities housing investment. South Warwickshire Local Plan – Transport Policy Rail network and infrastructure enhancement and expansion are seldom considered, and we would welcome the inclusion of a broader vision for rail network expansion. The need for this objective to be realised is underpinned by the requirement to move to more sustainable methods of transport, and railways represent the most sustainable. Without this, the ability to increase rail capacity and service increased passenger demand meaningfully is significantly impaired. A robust "Local Rail Investment Policy (LRIP)", setting out the principle that Local Planning Authorities should use the powers and instruments given to them by central government and requiring that new housing development within 5 miles of a railway station should be subject to the application of either the Community Infrastructure Levy or Section 106, should be contained within any Local Plan. A LRIP would mirror the principle enshrined in statute related to utilities and customer service since the early 1990s. Where any development occurs, the utilities concerned must ensure no diminution of regulated levels of service received by existing customers. Consequently, where required, the cost of additional infrastructure identified as needed to maintain existing service levels and supply new services can be required by the utility to be financed by the developer. The purpose of the LRIP is to fund enhanced, enlarged, improved rail station infrastructure adequately with funds from developers to ensure existing train service users do not experience a diminution in their train service and that additional users arising from such housing growth can use a train service that has adequate capacity and station facilities to ensure complete and sustainable accessibility. Where the Local Planning Authority believes housing growth, cumulative or exclusive, will impact rail station or network infrastructure, rail and/or train service capacity, the LPA can ensure funding is provided as part of any planning consent for such development. A LRIP, through its inclusion within the Local Plan, will enable this ability with any planning proposals.
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.
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.
Issue T4: Smart Cities: Here are two examples of good practice to aspire to. Singapore known for its City of Nature and Smart Technologies – combines the two. It is very cutting edge in its approach to creating futuristic cities that mix both Smart technologies alongside Green Policies. Their Green Plan (1930) is a sustainable development agenda, with firm action plans, touching on almost every dimension of peoples lives in the city. Our Vision (greenplan.gov.sg) https://www.greenplan.gov.sg/vision Soule (South Korea) offers a good example of a leading innovator in this area. They are using specific location-based open data. This data use offers sustainable solutions to address the problems of an ageing population, urban migration and climate change, to deliver solutions which will have a positive economic impact - The Top 10 Smart Cities In Asia (Updated 2021) (beesmart.city) https://www.beesmart.city/en/strategy/top-10-smart-cities-in-asia
Issue T1: 20-minute neighbourhoods: NE fully supports the Plan in encouraging developers to follow the principles outlined in the 20 minute neighbourhood guidance (source: TCPA). In support of this you will find NE’s recently launched Green Infrastructure Framework (GIF) guidelines of use in helping design spaces. GIF provides a structure to analyse where greenspace in urban environments is needed most. It aims to support equitable access to greenspace across the country, with an overarching target for everyone being able to reach good quality greenspace in their local area. Natural England unveils new Green Infrastructure Framework - GOV.UK (www.gov.uk) https://www.gov.uk/government/news/natural-england-unveils-new-green-infrastructure-framework
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SIGNIFCANT INFRASTURCTURE LIMITATIONS AND CONSTRAINTS Traffic Limitations: Existing Plans to Match funding has been secured to calm traffic on the High Street in an initiative to impose during the first six months of 2023 a 20 mph speed limit on the High Street and commuter ‘rat run’ cul de sac roads that lead off the main artery. It is counterintuitive to simultaneously restrict the flow of traffic through the town – a demonstrated need in response to recent traffic safety issue – and at the same time expand the volume of traffic resulting from increased housing development around the town. Poor Bus Links: The bus and train infrastructure is barely sufficient to sustain the existing population, before considering an additional 2,000 residents which might result from the proposed development. The X20 bus service runs 12 buses a day on a weekday and covers the North – South route between Stratford and Solihull. Bus passengers requiring to travel East – West to Redditch and Warwick are required to travel to the end of the north or south routes and then change to another service. Stratford District Council agree – the 2018 SDC Transport Strategy reports that “A key barrier to bus use is journey length and issues of punctuality and service reliability which are exacerbated in Stratford-upon-Avon by congestion”, which is central to the operation of any bus routing to service Henley-in-Arden. Further, SDC reports that “bus passenger facilities … are currently insufficient for the volume of passengers….”. Impact of Closure of the M40 and other Congestion: With the current level of housing, any closure of the M40 south of the M42 junction leads to the diversion of traffic off the motorway and through the town, predominantly using the north-south axis along the High Street. Statistics show that the M40 is the subject of a temporary closure between 3 and 4 times a year. Roadworks anywhere in the town – typically driven by servicing the antiquated drainage system and other infrastructure – currently creates significant delays in the town. Additional development will have an adverse impact on the existing street scape within Henley. Inability to Expand or Widen Existing Roads to Accommodate Traffic: Henley-in–Arden is a medieval market town with a strong architectural heritage reflected in the North – South road axis and the listed buildings which line the A3400 and High Street. The listed buildings which exist along the main roads in the town preclude any expansion or widening of the road to accommodate increased volumes of traffic arising from increased development and volume of housing. Road Safety: An increase in development in or around Henley-in-Arden will lead to an increase in traffic of all modes to service population movement around a market town based around two intersecting roads. A brief review of the traffic accident statistics for Henley in Arden for the last five years shows 25 incidents in the Henley-in-Arden area, one of which is classed as fatal and five of which are classed as serious, all of which centre on the High Street and the crossroads at the South of the town. An increase in population of the scale proposed by the draft Plan would inevitably lead to an increase in road traffic casualties. Car Parking: Car parking is an acknowledged problem in Henley-in-Arden, where the existing historic housing prevents the development of extensive car parking and on-street parking on the High Street predominates and cars have been forced into small off-street parking facilities – such as that behind the Co-op store. The proposed plan makes no accommodation for the resultant car traffic that would be generated by extensive development around the town. LOCAL SERVICES ARE INADEQUATE TO SUPPORT PLANNED EXPANSION: An increase in the housing stock in Henley-in-Arden such as that proposed in the draft Plan would require additional infrastructure investment, most obviously in schools and medical facilities. Henley in Arden School is part of the Arden Multi-Academy Trust. It has a capacity of 700 pupils and yet already has 710 pupils enrolled. Expansion would inevitably be necessary to sustain development of the extent proposed and local government would need to provide funds. The existing medical practice moved from the High Street to the existing site in 1990, and access is via a footpath from the High Street or via car through a housing estate to a council run car park. Again, the site of the existing facility and the lack of potential for expansion into surrounding space means that expansion in Henley-in-Arden would require a new medical facility in a new location. Any expansion of either of these facilities or the commission of new sites would inevitably lead to an increase in the risk of road, pedestrian and traffic incidents as a direct result of the crossroads and road configuration which dominates the town.
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Issue T1:20-minute neighbourhoods Option T1b: We consider that there should not be a specific blanket approach to a policy on the principles of the 20-minute neighbourhood for new development. We fully acknowledge the benefits of achieving a 20-minute neighbourhood but if applied stringently, this requirement could effectively rule out many sites, which otherwise could come forward to assist the council in meeting its housing requirement. Option b therefore is considered the most appropriate option to allow flexibility of the approach and to allow site specifics to be taken into account. Issue T2: Sustainable transport accessibility across South Warwickshire Q-T2a. We consider that a policy which takes a hierarchical approach in terms of prioritizing transport infrastructure should be taken. This would include lowering of car parking standards for areas where there are good/active public transport links and include opportunities to use existing green and blue infrastructure as potential active travel options. This approach would be consistent with chapter 9 of the Framework which encourages the planning system to actively manage patterns of growth to support the objectives of promoting walking, cycling and public transport and assisting with environmental gain.
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Issue T1:20-minute neighbourhoods Option T1b: We consider that there should not be a specific blanket approach to a policy on the principles of the 20-minute neighbourhood for new development. We fully acknowledge the benefits of achieving a 20-minute neighbourhood but if applied stringently, this requirement could effectively rule out many sites, which otherwise could come forward to assist the council in meeting its housing requirement. Option b therefore is considered the most appropriate option to allow flexibility of the approach and to allow site specifics to be taken into account. Issue T2: Sustainable transport accessibility across South Warwickshire Q-T2a. We consider that a policy which takes a hierarchical approach in terms of prioritizing transport infrastructure should be taken. This would include lowering of car parking standards for areas where there are good/active public transport links and include opportunities to use existing green and blue infrastructure as potential active travel options. This approach would be consistent with chapter 9 of the Framework which encourages the planning system to actively manage patterns of growth to support the objectives of promoting walking, cycling and public transport and assisting with environmental gain.
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T1: Please select all options which are appropriate for South Warwickshire Crest Nicholson supports Option T1a. 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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1. The over-riding issue for Warwick is that of traffic and its detrimental impact on the historic and living environment for its residents and the businesses on which they depend for a sustainable future. The assumptions made throughout this consultation are that car dependence cannot be avoided and that accommodating it will be a necessity. We disagree with this approach. 2. All the suggested policies in the plan relate to new development with little consideration for improving the situation for places that already exist. There is a lack of a serious plan to put in place policies that discourage car dependence and promote and subsidise public transport and other means of travel in both new and existing development. Without such a policy Warwick will not survive as a tourist destination or as a pleasant place to live. The promotion of 20-minute neighbourhoods should be prioritised, not just in new, but in existing development. Places like Warwick need policies to ensure that cars do not dominate, shops and services are retained, so that they can become 20-minute neighbourhoods. 3. The assumption that residents of new housing provided on greenfield sites will be able to pass through Warwick on their way to somewhere else should not continue. Any sites considered for future housing should be assessed on the basis that they do not make demands of this kind. 4. We believe that any new housing development on greenfield sites should be dependent upon the provision of infrastructure to make public transport and other means of travel than the car the preferred option. This should include access to shops, schools, doctors’ surgeries and green spaces without the need to use a car. The views expressed in our response are consistent with the County’s declared climate emergency.
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Issue T1: 20 Minute Neighbourhoods 5.1 At the local level, RPS notes Table 2 of the IO document which lists a number of existing settlements that have been identified that have been subjected to connectivity, accessibility and density analysis, in order to assess whether there is the potential to deliver 20-minute neighbourhoods. RPS notes that Quinton (and Lower Quinton) has been excluded from the settlement analysis. As explained in this submission, the exclusion of Lower Quinton from consideration in the IO document has not been adequately justified and is premature. 5.2 Furthermore, the rejection of sites and settlements on the grounds that they would not deliver the 20-minute neighbourhood principle could result in limited growth and isolation of these areas. RPS considers this to be an unsustainable approach to development and would invite the Council to consider this principle moving forward. 5.3 Following this, RPS considers the omission of Quinton from the IO settlements to be ill founded. The methodology for determining these sites have been founded on Connectivity, Accessibility and Density. Without discounting the selected sites, RPS has considered that there is some inconsistency with the settlement selection and has applied the three categories in order to demonstrate that Quinton should be included within this assessment:
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Issue T1: 20-Minute Neighbourhoods 7.1 For the reasons set out in response to Chapters 4 and 6 above, we support the principle of the 20-minite neighbourhood.
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Bourne Leisure considers that Option T2a should be pursued as it seeks a hierarchical approach to prioritising transport infrastructure. This is vital for businesses in rural areas, as such an approach Pg 5/6 26338513v4 recognises the challenges within rural areas regarding accessibility to different sustainable transport methods. The hierarchical approach will also help to support existing rural businesses that inevitably rely more heavily on private vehicles and will continue to need to invest as part of wider objectives in the plan
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Q-T1: Please select all options which are appropriate for South Warwickshire (20-minute neighbourhoods) Bellway supports 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. Bellway’s northern two sites adjacent to Long Itchington (Long.9 and Long.18) are assessed as ‘connectivity grade B’ within the Settlement Design Analysis Appendix 3. Table 5 of the Settlement Design Analysis states that on Grade B sites – ‘any barriers are negligible or easily overcome”. It is considered that the development of Bellway’s sites adjacent to Long Itchington will be able to deliver the SWLP’s 20 minute neighbourhood aspirations. Q-T2: Please select the option which is most appropriate for South Warwickshire (Sustainable transport accessibility across South Warwickshire) Bellway support Option T2b: Do not include a policy which takes a hierarchical approach. Bellway consider that the SWLP should just include a general policy encouraging schemes to deliver sustainable transport proposals. The site specific detail should be left to Transport Assessments and Travel Plans produced at the planning application stage.
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Q-T1 – Please select the 20 minute neighbourhood option which is most appropriate for South Warwickshire As part of the preparation of the SWLP the local authorities will need to identify the most appropriate locations for housing allocations. In doing so it is appropriate to consider the 20 minute neighbourhood principle and the ability of residents to gain access to employment land, schools, services and facilities and high quality public transport connections. We fully support this approach and it should be noted that the land in Spitfire’s control at Stratford Agricultural Park can fulfil the 20 minute neighbourhood objectives by connecting to the approved infrastructure at Long Marston Airfield. We have no particular objection to the SWLP including a policy that sets out the principle of the 20 minute neighbourhood. However, this concept is, in our view, more closely linked to the identification of allocations rather than the development control process. Whilst the strategic sites will provide a range of services and facilities and can be planned using 20 minute neighbourhood style approach this is not the case with smaller schemes that rely on existing or upgrade local infrastructure. Q-T2 – Please select a transport hierarchical approach that is most appropriate for South Warwickshire It is our view that it would be helpful for the plan to include guidance on the hierarchical approach in terms of prioritising transport infrastructure. The proximity to public transport opportunities should be a consideration. This is, however, of more significance to the preparation of the plan and the site selection process. In addition, it should be noted that there are a large number of settlements within the plan area that do not have train stations. They do, however, require additional development to support their sustainable growth. There must, therefore, be flexibility in terms of the application of the transport hierarchical approach in these instances. As a final point, we note that reference is made to a potential to reducing car parking standards in certain where there are good active/public transport links. This must be treated with caution. Delivering development in locations with good public transport links should help to encourage people to commute without the use of a car. However, this cannot be guaranteed. Restricting car parking spaces will not reduce car ownership. If a resident needs a car for work, to visit relatives or for another reason, a lack of car parking space will not prevent them owning a car. Instead, it is likely to result in on-road car parking that would detract from the character of the area.
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Issue T1: 20-minute neighbourhoods Q-T1: Please select all options which are appropriate for South Warwickshire Option T1a – Include no policy on the principles of the 20-minte neighbourhood for new development Option T1b – Include reference to the principles of a 20-minute neighbourhood or other similar design approach within a broader overarching policy. Option T1c – Include a bespoke policy requiring the principles of 20-minute neighbourhoods to be included within development proposals. 7.1 Catesby Estates suggests that Option T1a is pursued on the basis that it is not appropriate to introduce this Policy within the strategic element of the Part 1 Plan, and should therefore be considered at a later date, within the Part 2 Plans. Furthermore, t he principle of 20-minute neighbourhoods predominantly relates to the location of development, which will be enacted through allocations. The inclusion of a subsequent policy would therefore be redundant. 7.2 However, if the Councils wish to include consideration to 20-minute neighbourhoods within Part 1, it should be in reference to principles, as Option T1b sets out. However, all principles need to be tested, evidenced and justified and as this Option is not specific enough in identifying the principles, cannot be fully commented upon. Issue T2: Sustainable transport accessibility across South Warwickshire 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 Option T2b: Do not include a Policy which a hierarchical approach 7.3 Option T2a should be incorporated into the SWLP, where a Policy is introduced to allow for a hierarchical approach. Catesby Estates agrees car parking standards should be amended in areas where public transport accessibility is strong, to encourage reliance away from the private car. 7.4 However, sufficient evidence is required to understand what transport infrastructure is required and how the hierarchy varies based upon different geographical locations. As a result, the hierarchy needs to be considered to ensure flexibility, as different geographical areas would have different hierarchies, and therefore Policy needs to ensure flexibility.
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They talk about a well connected S Warks at length before conceding that rural areas aren’t well connected at all either by public transport or by wifi. I think we need to say that, at the strategic level, and given the plan is supposed to run till 2050, this needs to be addressed with some reasonable targets relating to bus services and connectivity.
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Issue T1: 20-minute neighbourhoods We have addressed some issues regarding the “20 minute neighbourhood” concept in our comments (above) regarding the South Warwickshire Settlement Analysis. We also consider that a great deal more work needs to be done to identify what it is about village/rural life which people value and to impose an over-arching 20-minute neighbourhood concept on all places regardless of size or type is over-simplistic and mis-guided. In our experience and reflected in our Neighbourhood Plan is the desire of most Long Itchington residents to live a quiet, tranquil life in a rural setting. Clearly there are some infrastructure needs which would be valued, e.g: all-purpose shop or GP surgery / chemist, for example, but we do not feel it is either sensible or desirable to attempt the “20-minute” neighbourhood in villages which are striving to preserve tranquillity and their own identity. Issue T2: Sustainable transport accessibility across South Warwickshire We support Active Travel options and see the value of this with the development of the Lias Line. In addition, anything which improves bus transport into main town centres, notably Leamington Spa, would be supported.
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2.45 It is agreed that this scenario is more appropriate to reflect the context of specific locations and places. As stated above ‘networks of villages’ can provide local amenities for new residential development. The settlement analysis should therefore be updated to include all settlements in the District, to do so would be in line with Paragraph 79 of the NPPG (2021) which states that: 2.46 ‘To promote sustainable development in rural areas, housing should be located where it will enhance or maintain the vitality of rural communities. Planning policies should identify opportunities for villages to grow and thrive, especially where this will support local services. Where there are groups of smaller settlements, development in one village may support services in a village nearby.’
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Q-T1 – Please select the 20 minute neighbourhood option which is most appropriate for South Warwickshire As part of the preparation of the SWLP the local authorities will need to identify the most appropriate locations for housing allocations. In doing so it is appropriate to consider the 20 minute neighbourhood principle and the ability of residents to gain access to employment land, schools, services and facilities and high quality public transport connections. We fully support this approach and it should be noted that the land in Vistry’s control at Southam can fulfil the 20 minute neighbourhood objectives through its own onsite infrastructure and by connecting to the exiting services and facilities in Southam town. We have no particular objection to the SWLP including a policy that sets out the principle of the 20 minute neighbourhood. However, this concept is, in our view, more closely linked to the identification of allocations rather than the development control process. Whilst the strategic sites will provide a range of services and facilities and can be planned using 20 minute neighbourhood style approach this is not the case with smaller schemes that rely on existing or upgrade local infrastructure. Q-T2 – Please select a transport hierarchical approach that is most appropriate for South Warwickshire It is our view that it would be helpful for the plan to include guidance on the hierarchical approach in terms of prioritising transport infrastructure. The proximity to public transport opportunities should be a consideration. This is, however, of more significance to the preparation of the plan and the site selection process. In addition, it should be noted that there are a large number of settlements within the plan area that do not have train stations. They do, however, require additional development to support their sustainable growth. There must, therefore, be flexibility in terms of the application of the transport hierarchical approach in these instances. As a final point, we note that reference is made to a potential to reducing car parking standards in certain where there are good active/public transport links. This must be treated with caution. Delivering development in locations with good public transport links should help to encourage people to commute without the use of a car. However, this cannot be guaranteed. Restricting car parking spaces will not reduce car ownership. If a resident needs a car for work, to visit relatives or for another reason, a lack of car parking space will not prevent them owning a car. Instead, it is likely to result in on-road car parking that would detract from the character of the area.
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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. 2.79. 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 Bishops Itchington, the Respondent’s site to the west of the village is compliant with the 20-minute neighbourhood principle and is considered to be a good candidate for allocation. Further information regarding this site is set out under Section 3.0 of this Statement and the accompanying Vision Document. 2.80. 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. 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. 2.81. 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. 2.82. 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.
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Q-T2: Bearing in mind the answers that we have given above, we would reiterate that the settlement of Claverdon, with its train station and link back to Warwick Parkway and the main London-Birmingham rail route is important. In this respect the upgrading of stations, with the provision for appropriate car parking, is an essential feature of providing sustainable travel in this part of South Warwickshire. Q-T3: For the reasons given above, the provision of new employment next to rail routes and particularly rail stations such as at Claverdon are vitally important and provide proper planning synergy and actually the fulfilment of changing, where possible, car travel to train travel
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Q-T2: Bearing in mind the answers that we have given above, we would reiterate that the settlement of Hatton Park and its appropriate expansion, and link to Warwick Parkway and the main London-Birmingham rail route is important. Q-T3: For the reasons given above, the provision of appropriate new employment related to farming and farming community in locations such as at Hatton Park with its link to the Warwick Parkway station, are vitally important and provide proper planning synergy and actually the fulfilment of changing, where possible, car travel to train travel
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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.