Q-T4: Please provide suggestions for how smart cities technologies could be supported in South Warwickshire
No answer given
Q-T1: Hill Residential are generally supportive of the principles of the 20-minute neighbourhood for new development. It is considered that the larger the scale of development, the greater the opportunity to design the 20-minute neighbourhood principles into a place. As set out in our response to question S5.2, the Internalisation and Containment Note enclosed at Appendix 3 demonstrates the potential to deliver a successful and thriving new community at Hatton. Large-scale development prospers when designed in a coordinated manner, with the key placemaking and mobility features providing for truly socially inclusive communities that prosper and retain trips within the Site. In the case of Hatton New Community, local living is placed as the highest priority, followed by a movement hierarchy with convenience of single occupancy vehicular travel at the bottom. This creates an environment wherein local trips are encouraged and the effect of the development on the local highway network is minimised in terms of traffic effect. Q-T5: Hill Residential support the identification of a well-connected South Warwickshire as one of the five pillars of the SWLP. A Transport Vision Document has been prepared by Vectos (part of SLR) and is enclosed at Appendix 4. The Transport Vision Document sets out that Hatton New Community builds on its excellent location and the established operation ‘Hatton Country World’ to the west of Warwick. The design and masterplanning of the new community ensure it is permeable by active travel modes and it aims to attract a wide range of people who will have the opportunity to embrace local living and sustainable mobility through a site design based on the hierarchy of travel and SAM Framework. As the Site comes forwards, an accompanying Travel Plan will build on the design of the Site and encourage modal shift from single car occupancy to walking, cycling public transport and car clubs, learning from already changing travel habits in society. The development will provide the means for policy compliant growth whilst also contributing to climate change and healthy living aims. The overall Transport Strategy for Hatton New Community adopts the Vision and Validate approach and focuses on an overall access strategy based on a 15-minute community concept. In the first instance the scheme would seek to minimise the overall need to travel through virtual mobility (working from home, online deliveries etc). The next stage is to contain trips within the Site, and this will be delivered through provision of on-site services and facilities (including retail, leisure, and primary and secondary education as well as on site mobility hub and micro consolidation centre). Containment will also be facilitated through delivery of high quality and attractive active travel routes within the Site. It is accepted that the development will create demand for off-site trips and the scheme will deliver a package of off-site sustainable access measures to provide a realistic opportunity for off-site trips to be made sustainably. These includes enhancement to active travel links to Hatton and Warwick Parkway Rail Stations, Warwick Town Centre and Leamington Spa. The public transport Strategy can include provision for a Demand Responsive Transport Bus services. Car clubs will also be provided which can assist with limiting car ownership within the Site. The Transport Vision Document sets out the access strategy to support a new community including walking, cycling, public transport and vehicles. The primary vehicle access will be from Hockley Road. Secondary access will also be provided onto Hockley Road and Station Road as well as the use of Dark Lane. The existing nature of Dark Lane will be changed to become a more pedestrian and cyclist friendly environment by adopting quiet lane principles. National and local policy supports and encourages growth which in turn is supported by a presumption in favour of sustainable development which encourages mobility, health and well-being, and economic vitality. The highway modelling within the note demonstrates that development at Hatton New Community will result in the need for wider highway network improvements to mitigate any impact. It is considered that this position is not unique to Hatton New Community. The SWLP is seeking to accommodate over 48,000 new homes through the plan period. It is anticipated that growth at this scale will require strategic level and site-specific highways infrastructure improvements, to mitigate any impact. The Warwickshire County Council (WCC) highways modelling will need to be refined throughout the next stages of the SWLP, to ensure that a holistic approach to mitigation is considered. Hill Residential welcome the opportunity to continue to work with the SWLP authorities and WCC to develop suitable mitigation measures.
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.
No answer given
Transport WCC is the Local Highway Authority for Worcestershire and is responsible for operating and maintaining the county’s local road network, both in respect of its current activities and needs, as well as its long-term operation and integrity. We are interested in the potential traffic and transport implications of development site proposals and/or policies coming forward through the Local Plan process and need to ensure these are fully assessed and understood through the plan-making stage(s). We note that this consultation follows the Scoping and Call for Sites consultation in 2021. It is proposed that the South Warwickshire Local Plan will be developed as two distinct parts. Part 1 will provide the overall strategy for the pattern, scale and design quality of places within South Warwickshire and make sufficient provision for housing, employment, retail and leisure facilities, along with infrastructure. Part 2 will provide more detailed planning policies and detailed policies for specific areas and types of development, which could include allocating sites and the provision of infrastructure at a local level. As such, we understand that this Part 1 consultation seeks views on issues and options primarily relating to the emerging Plan’s strategic vision and objectives, growth strategy and strategic policies. Worcestershire’s highway network adjoins the emerging plan area at the A46 north of Evesham, the A422 between Worcester and Alcester and the B4088 between South Worcestershire and South Warwickshire. Relevant plan-making policy – Transport Our responses to Local Plan consultations are guided by relevant policy and guidance including the National Planning Policy Framework (2021) (NPPF). The NPPF sets out that plans should be shaped by early, proportionate and effective engagement between plan-makers and communities, local organisations, businesses, infrastructure providers and statutory consultees (para 16). Strategic policy-making authorities should collaborate to identify the relevant strategic matters which they need to address in their plans. They should also engage with their local communities and relevant bodies including county councils (para 25). Effective and on-going joint working between strategic policy-making authorities and relevant bodies is integral to the production of a positively prepared and justified strategy. In particular, joint working should help to determine where additional infrastructure is necessary (para 26).In order to demonstrate effective and on-going joint working, strategic policymaking authorities should prepare and maintain one or more statements of common ground, documenting the cross-boundary matters being addressed and progress in cooperating to address these (para 27). Transport issues should be considered from the earliest stages of planmaking and development proposals so that the potential impact of development on transport networks can be addressed (para 104).The planning system should actively manage patterns of growth such that significant development is focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes (para 105).Planning policies should be prepared with the active involvement of highway authorities and other transport infrastructure providers so that strategies and investments for supporting sustainable transport and development patterns are aligned (para 106). Planning policies and decisions should support development that makes efficient use of land, taking into account the availability and capacity of infrastructure and services – both existing and proposed – as well as their potential for further improvement and the scope to promote sustainable travel modes that limit future car use (para 124). In terms of identifying the necessity of transport infrastructure, NPPF confirms that development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe (para 111). Plans should set out the contributions expected from development. This should include setting out the levels and types of affordable housing provision required, along with other infrastructure (including transport). Such policies should not undermine the deliverability of the plan (para 34).The transport strategy to support the plan will need to be based on a robust evidence base. As a minimum, in order for the transport evidence base to satisfy the requirements of NPPF, it is necessary to establish: • The transport impacts of the development allocations. • The improvements necessary to ensure that the impacts are not severe. • Any land required for the delivery of the necessary improvements. • The cost of the necessary improvements. • Any other deliverability constraints. The emerging South Warwickshire Local Plan The South Warwickshire Local Plan (SWLP) will plan for housing and jobs growth across the Stratford-upon-Avon District Council and Warwick District Council areas for the period up to 2050. As the SWLP is developed, it is imperative that any necessary improvements to Worcestershire’s transport network required to successfully deliver sustainable growth aspirations in Stratford-upon-Avon and Warwick are identified, as set out in Government policy, taking account of strategic growth emerging through the South Worcestershire Development Plan Review (SWDPR). Given that the SWLP is proposed to be developed in two distinct parts, Worcestershire County Council Highways would welcome further information regarding the intended approach to preparing the necessary transport evidence base and associated infrastructure strategy. The SWLP programme anticipates adoption by the end of 2025 and WCC looks forward to further engagement from the SWLP authorities to help inform the supporting highways and transport evidence base as it is developed. Emerging plan – Part 1 Once Part 1 of the SWLP is fully adopted, it will replace the existing strategic policies of the Stratford-on-Avon District Council Core Strategy and Warwick District Council Local Plan. Vision and objectives The vision and objectives set the framework for the growth strategy and strategic policies to 2050. We welcome the inclusion of an overarching principle within the vision which looks to deliver well-connected places that are accessible and promote active travel. We are also pleased to note that the proposed strategic objectives specifically reference sustainable transport and the timely delivery of infrastructure, particularly: Providing infrastructure in the right place at the right time - Ensuring that the infrastructure needed to support the growth in new homes and jobs is secured through new development, and is provided when people need it; and • Connecting people to places - Increasing and improving access to sustainable and active travel options that connect people to centres, jobs, education, cultural facilities, green spaces and the countryside. The importance of safe, reliable and efficient highway links and transport services is a critical part of realising a number of the other objectives (for example Contributing towards Net Zero Carbon targets and Developing opportunities for jobs). Given the proximity of the SWLP area to Worcestershire and the key highway links connecting to Stratford-upon-Avon, there are potential cross-boundary movements utilising Worcestershire’s transport network, particularly the A46, A44 and A422. It is therefore suggested that a specific objective relating to the safe operation and efficient performance of the transport network would also be appropriate. This would mean that the impact of development on the transport network, together with the deliverability/viability of necessary transport interventions, would be key considerations during the site selection process and development of a preferred strategy. Such an objective would also help the assessment of individual development impacts when considering the nature of the proposed mitigating infrastructure provision through the planning process. Growth strategy WCC Transport notes that South Warwickshire is currently considered to have a dispersed settlement pattern and that the SWLP will seek to maximise the capacity of existing settlements, in combination with other options such as new settlements, to meet its development needs to 2050. The SWLP Part 1 consultation is seeking views in respect of five alternative growth strategy options: • Option 1: Rail Corridors • Option 2: Sustainable Travel (rail and bus corridors) • Option 3: Economy (locating new housing near to existing jobs and potential new job locations) • Option 4: Sustainable travel and economy (hybrid of option 2 and 3) • Option 5: Dispersed (following existing settlement pattern). WCC Transport considers that focussing housing growth and development at sites that are located in proximity to public transport corridors/services and employment opportunities, should offer the best opportunities for reducing the need to travel by private car. WCC Highways notes that strategic growth at Long Marston Airfield and Meon Vale is included in the indicative list of development locations for each of the five options, and that growth at Alcester is included within options 2, 3, 4 and 5. Strategic growth in these locations will be of particular interest to WCC Transport and we would expect that the potential traffic and transport implications of proposed development at Long Marston Airfield/Meon Vale, on the A46 and B4088 within Worcestershire and on rail services and stations in Worcestershire, would be considered as part of the supporting transport assessment/evidence base. WCC Transport notes that there would be a number of challenges for identifying and delivering necessary highways and transport infrastructure with a ‘Dispersed’ development strategy. As the scale of any one allocation would be limited, with development spread across a greater number of locations, there would be less opportunity to achieve the necessary scale of development to give confidence that appropriate mitigation for the local and strategic transport networks could be provided to address the overall cumulative impact of the SWLP. It is considered that the potential size and location of the allocations could be insufficient to both command and hence provide (through provision of funding) the necessary infrastructure to mitigate the cumulative impact of the proposed new development. Furthermore, the provision of more sustainable alternatives to the private car would be challenging due to the limited scale and locations of the dispersed development allocations. In terms of location, employment development often contributes significantly to peak-hour traffic, and hence there can be challenges to accommodating high levels of trip demand, which may only exist for limited periods of the day on the local road network, particularly locally strategic routes such as the A46, A422 and B4088. The attraction to business of locating in highly accessible locations is recognised, and we are aware that for many businesses, close proximity to strategic routes is essential.We note that the Core Opportunity Area identified to meet the Plan’s economic needs includes Long Marston/Meon Vale and the Quinton Rail Technology Centre as well as encompassing Stratford-upon-Avon and Alcester. When considering the location and associated supporting infrastructure for new employment areas, any existing available capacity on locally strategic routes including the A46 and A422 should not be considered as an alternative to providing local improvements to the sustainable modes network (i.e. pedestrian, cycle and bus and rail networks,) serving the proposed development areas. When considering potential site allocations and associated supporting infrastructure for new growth sites in the SWLP area, WCC Highways requests that consideration is given to the planning of adequate transport infrastructure, including any necessary highway capacity improvements in Worcestershire to provide for cross-boundary movements. Strategic policies Chapter 10 ‘A Well-connected South Warwickshire’ primarily outlines the proposed strategic transport policy direction for the emerging Plan. WCC Transport welcomes the inclusion of policy principles that promote the sustainable location of development and facilitate self-containment (20 Minute Neighbourhoods) and that promote active travel and sustainable transport (Sustainable transport accessibility across South Warwickshire). We note that whilst the emerging Plan seeks to prioritise sustainable and active travel, it is acknowledged that people will still need to travel by car, particularly for commuting purposes, and that road-based travel and freight will still be critical for many commercial and employment development sites. WCC Transport considers that it may be beneficial to include specific wording within any overarching/strategic transport policy, which requires new development proposals to assess their impact on the capacity of the transport network and which positively supports proposals that include mitigation against any unacceptable road safety or severe congestion impacts.WCC Transport would also welcome further clarification regarding the proposed approach to identifying infrastructure requirements and associated delivery mechanisms. Chapter 4 suggests that two potential approaches are being considered for the emerging Plan: 1. That the SWLP Part 1 sets out infrastructure requirements for all scales, types and location of development, so that requirements would be established which apply equally across South Warwickshire; or Focus on the strategic infrastructure relating specifically to the growth strategy. In this option, only focussing on infrastructure relating to the growth strategy would mean that requirements in other locations would not be set until the Part 2 plan was adopted. In the interim, the existing Core Strategy and Local Plan policies would be retained, resulting in different approaches across the two districts. WCC Transport understands that Part 1 of the SWLP will identify the strategic transport vision and infrastructure plan required to support the delivery of the preferred growth strategy (option 2), with the more detailed allocations and development management policies developed as part of SWLP Part 2 (option 1) aligned to the delivery of the strategic vision/infrastructure plan. Transport evidence base We recognise that the policies contained within SWLP Part 1 are intended to be regarded as ‘strategic’, in that they will provide the framework for more detailed policies for local site allocations, infrastructure provision and development management to be developed in SWLP Part 2. However, we note that the SWLP Part 1 is proposed to provide the broad development locations and quantum of development in those areas, along with the infrastructure necessary to support the successful delivery of the growth strategy. We are concerned that the emerging growth strategy may result in potential cross-boundary impacts on Worcestershire’s highway and transport network. WCC Transport would therefore like to take this opportunity to re-emphasise the importance of a co-operative approach to plan-making. We note that a Transport Assessment is currently being undertaken to inform later stages of the Plan. We would welcome engagement from district councils at the earliest opportunity to better understand the scope and methodology of the Plan’s transport appraisal, and anticipate that this would also take account of the strategic development emerging through the SWDPR. Next steps WCC requests that as the SWLP is progressed, we continue to be engaged by Stratford-upon-Avon District Council and Warwick District Council to help determine any potential impacts on Worcestershire’s transport network and identify any necessary infrastructure improvements to be included within the Infrastructure Delivery Plan. We trust that our response will be helpful and assist you with preparing your Local Plan. We look forward to working with you through the remainder of the plan-making process.
No answer given
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. 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
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.
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: 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.
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
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
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
Q-T1: Please select all options which are appropriate for South Warwickshire 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. It is considered that the new homes at Land South of Allimore Lane, Alcester will comply with the 20-minute neighbourhood concept. The Vision Document demonstrates that the occupants of the proposed development will be within a 20-minute walk of existing services and facilities available within Alcester. The Site is in a highly sustainable location, benefitting from a full range of day-to-day facilities (education, employment, retail, health and community/recreation/leisure) within walking distance, accessible via the existing pedestrian network and access strategy. The full extent of the Alcester urban area is within cycling distance of the site. Bus services are accessible from bus stops located on Priory Road and Birmingham Road, which include hourly services (weekdays) between Redditch and Evesham, and services to Stratford-upon-Avon every 1-2 hours (weekdays). Q-T2: Please select the option which is most appropriate for South Warwickshire 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. L&Q Estates’ site at Land South of Allimore Lane, Alcester will include a series of new pedestrian and cycle routes within the development, in addition to providing active travel connections to the residential development adjacent to Birmingham Road that is currently under construction, Allimore Lane to the north and to Roman Way to the east (via an existing dedicated Public Right of Way). Vehicular access to the site would be provided via connections to the internal road layout delivered as part of the residential development at Land North of Allimore Lane, connecting to Birmingham Road. This would enable the closure of Allimore Lane to through-traffic east of the vehicular access to the site, with through movements permitted for pedestrian and cyclists only.
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
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
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 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.
No answer given
Q-T1: Please select all options which are appropriate for South Warwickshire with regard to 20-minute neighbourhoods. Gladman supports the general aim of these options to ensure that new residential developments fulfil the principles of 20-minute neighbourhoods. However, whilst recognising that it is a useful tool, it should not be used as a tool to arbitrarily restrict development, therefore Gladman suggest that Option T1a or Option T1b would be the most suitable approach as they don’t make the 20-minute neighbourhood a policy requirement but recognise the principles. Residential development in sustainable locations that do not meet the principles of the 20 minute neighbourhood could help a smaller settlement, or cluster of settlements remain viable. It is important to consider existing services and facilities in a settlement when assessing their suitability for accommodating new growth. Daily needs are particularly important with a primary school, shop and access to public transport being the key considerations. It must be recognised that it may be possible, through new development, to improve some of these services and facilities, particularly access to public transport, that should be considered in any settlement hierarchy exercise as well as the role that new development can play in ensuring these facilities are maintained and are not lost because of a lack of support or meeting the 20 -minute neighbourhood principles.
No answer given
Q-T1: Option T1a: Include no policy on the principles of the 20-minute neighbourhood for new development. We remain to be convinced of the appropriateness of this concept in an area such as South Warwickshire where a significant proportion of the population lives beyond the main urban areas and, if applied rigidly could actually harm issues being actively addressed in rural areas. Q-T2: These questions and the explanation lack clarity and imply that transport planners have a degree of control over personal choice which seems both unrealistic and unjustified. For example, a policy reducing parking in the urban centres is likely to add to the costs of the remaining parking, and thereby the attractiveness of the facilities. This does not stop local residents continuing to use those facilities but, counter-intuitively makes them less attractive for those residing in the rural areas. Q-T5: Policies that simply encapsulate LTP priorities and proposals should be avoided because LTPs are not subject to the same levels of consultation and examination s local plans. The transport policies in the local plan should be open to testing alongside all of the other policies.
No answer given
CHAPTER 10: A WELL-CONNECTED SOUTH WARWICKSHIRE ISSUE T2: SUSTAINABLE TRANSPORT ACCESSIBILITY ACROSS SOUTH WARWICKSHIRE Q-T2: Please select the option which is most appropriate for South Warwickshire Bearing in mind the statement at the beginning of these representations, together with the answers that we have given above, we would reiterate proper and reasonable consideration should be given to the landholdings within the emerging South Warwickshire Local Plan south of Junction 3 of the M42 and to the east of the A435 for new employment provision. ISSUE T3: ROAD TRAVEL, EMPLOYMENT, AND FREIGHT Q-T3: Please select the option which is most appropriate for South Warwickshire For the reasons given above, this emerging Local Plan should focus on the M42 Motorway and the A435 on its eastern side and the benefits that can be provided by new employment and new business opportunities. In addition, there will be provision needed for overnight accommodation and through facilities to assist the drivers using this proposed new logistics and distribution park.
No answer given
ISSUE T2: SUSTAINABLE TRANSPORT ACCESSIBILITY ACROSS SOUTH WARWICKSHIRE Q-T2: Please select the option which is most appropriate for South Warwickshire Bearing in mind the statement at the beginning of these representations, together with the answers that we have given above, we would reiterate proper and reasonable consideration should be given to the landholdings within the emerging South Warwickshire Local Plan north of and south of Junction 3 of the M42 and to the east of the A435. ISSUE T3: ROAD TRAVEL, EMPLOYMENT, AND FREIGHT Q-T3: Please select the option which is most appropriate for South Warwickshire For the reasons given above, this emerging Local Plan should focus on the M42 Motorway and the A435 on its eastern side and the benefits that can be provided by new employment, new business opportunities, provision of accommodation for travellers along these routes and for such issues as sustainable electric charging points at Junction 3 of the M42 as referred to above.
No answer given
Transport Plan A Transport Plan should be a key element of, and input to, the Local Plan. The Plan should consider people, their purpose and need to travel from a development and the consequent desire routes of people and freight. Locating settlements such that they have access to public transported is supported. However, the analysis in the Local Plan and Sustainability Assessment, of positioning new settlements on existing rail corridors, or near existing bus stops, and using these as a comparator of sites in a Plan that extends to 2050 is considered to be flawed, as it takes no account of the routes served by the rail corridor, the potential to re-route or add additional bus routes, or desired travel patterns. Considering growth options individually, and without considering people movement as a fundamental planning input to the options, as opposed to mitigation which in many instances could be economically unviable, is not supported. The connectivity analysis within the plan is noted, however this assesses connectivity within a conurbation only. As identified earlier, accessing the majority of employment will require travel outside of the settlement, therefore connectivity of the various transport modes (eg.transport hubs, delivery hubs), and future transport enhancements within the proposed timescale of 2050 should be considered, as well as more local active travel. It is suggested that the following should be considered: Rail It is suggested that the potential travel patterns due to jobs and social activity should be overlaid on the current strategic rail routes to identify which locations can truly provide realistic travel times to the locations required, and any enhancements or modal connections that are required and should be built into the plan, to make the travel by rail attractive. Road While the intent to eliminate combustion engines, and deliver climate improvements, will reduce or eliminate these types of vehicles by 2050, it is widely considered that “private” transport will continue to be a significant mode of travel. Future vehicles for people movement could be autonomous, driverless, or on-demand taxi equivalent, which could mean the ageing population which currently are unable to drive, take up this mode. There will also be continued need for freight and delivery to have easy access to and from market. These suggest that access to road-space will continue to be a significant factor in settlement location planning. It is suggested that access to strategic routes for cars and freight should be part of the analysis in determining locations for new or enhanced settlements. Overlaying travel patterns due to jobs and social activity would assist in identifying those locations which can provide realistic journey options. The plan below illustrates the strategic routes across South Warwickshire. It is noted that the A46 corridor is scheduled to be upgraded during the lifetime of the Local Plan, and therefore access to the A46, or M40 will provide access to longer distance locations in all directions in the future. Bus The establishment of a new or expanded settlement gives the opportunity to provide new bus routes or feeder systems to rail that would be economically viable. This approach to planning, which is dependent on the size, location, layout, and facilities in each location, is used extensively in other locations very effectively, particularly in Europe.
No answer given
Chapter 10- ‘A well connected South Warwickshire’ Issue T1 We support the concept of the "twenty minute neighbourhood". We suggest it should be possible to describe what this typically might look like. The implication is a self-sustaining settlement with boundaries about 1km from its centre. Within this area, for each selected settlement it should be possible to work out how many people could be accommodated with the necessary homes, schools, shops, etc., and what transport links are needed to connect with other settlements. Population growth estimates then dictate how many of these neighbourhoods there would need to be. In the last paragraph on page 152 the following wording is included: “This affords the choice of walking (or cycling) wherever possible as a realistic alternative to using the private car.” We suggest that this sentence be replaced by the phrase “In this area walking and cycling will be promoted in preference to using the private car.” Issue T2 We would have expected more to be said about the growing financial disadvantages of car ownership. Increasing costs per mile, because of the move to electric vehicles and higher fuel costs, and greater restrictions on on-street parking, would be key factors. At present, the Government's failure to increase fuel duty (for the past decade), and new, high-density developments clogged by parked cars half on the road and half on the pavement, isn't moving us in the right direction. Of course, good public transport has to be offered as an alternative. Very Light Rail is mentioned a couple of times, but the concept is still being developed and has a number of technical, statutory, and economic obstacles to overcome. It is supposed to be a less expensive alternative to conventional Light Rail, in particular by avoiding the utility diversions that inflate the cost of conventional schemes. However, it still requires a substantial captive travel market, and there are many cities (such as Leeds or Coventry) that do not have a light rail system, and where the economics would be stronger than in any part of South Warwickshire except, possibly, for the new developments on the Coventry-Warwickshire boundary and close by the University. There are two other means of transport which aren’t mentioned in the consultation document, but should be considered as part of the transport mix. These are tram-train (the pilot scheme in South Yorkshire bears a lot of scars, but the lessons learned will be valuable.) and Vivarail (trying to develop cheaper heavy rail vehicles with battery or hydrogen propulsion.) These modes would be worth considering for the route from Long Marston to Stratford. We support the development of routes for active travel, but we believe that a stronger emphasis should be given in the document to the need to provide the infrastructure for this. If one considers the three towns of Kenilworth, Warwick and Leamington Spa they are all close and within easy cycling distance of each other. However there are no continuous off road safe cycling routes that link these three centres. Cycle routes only become well used when they actually link places together safely. It is therefore considered that as part of the transport policies priority should be given to building a safe high quality network of cycle routes linking directly all the major settlements in the area including Kenilworth, Warwick, Leamington Spa, Stratford and any of the major opportunity areas selected for further development. Generally, we feel Chapter 10 lacks substance. The options offered seem designed to elicit a positive response to public transport at an abstract level, but without offering a clear statement of what this might look like. It's obvious that everyone wants good public transport, as long as it isn't costing them anything or discouraging them from using their own cars. The discussion on connectivity is weak, and there isn't anything about making the end-to-end journey experience attractive. This should include a safe and covered stop within about 400m of home or workplace, a reliable service at a good frequency (15 minutes?), real-time customer information, and good connections between modes. University Hospital in Coventry was cited as being difficult to reach other than by car, so a public transport alternative would imply no more than two bus journeys and with a five minute connection between them, these being (for example) a local bus from home to Leamington Transport Interchange and a limited-stop bus onwards to the hospital. We believe transport should be the foundation of an implementable Local Plan, not something to be discussed lightly near the end of the document. So many of the other opportunities discussed will fail unless good public transport can be provided and, where it cannot for economic or other reasons, then the settlements affected will not be able to enjoy the full range of benefits of their larger neighbours.
No answer given
The JPC supports the items highlighted but is extremely concerned about the status of this section. The JPC considers that the transport section as the single biggest criterion in choosing preferred options should have had a significant larger part of the consultation. It seems to be buried among the later sections which have less immediate impact on local communities .This should be treated as an infrastructure issue There should be a much more significant discussion about the rail and bus services to the subregion including an assessment of the quality of the services and how improvements in those services can be realigned. As mentioned above there are no road proposals affecting Henley and Arden in the document and there are no discussions about the improvements to the rail and bus services to the town.
No answer given
Q-T1: In an ideal world all those people who want to, should be able to access a range of local services and facilities – a shop, a pub, a school, a bus or train and employment opportunities – within 10 minutes. In reality very few people in the South Warwickshire Area can do this, and there is little which can be done to improve the situation. At present some 45% of the population in Stratford upon Avon District live in the rural south and east (Inspectors Interim Report, March 2015). Almost all of these live more than 10 minutes from local facilities. A large number of those living in the Main Rural Centres also live more than 10 minutes walk from key services because settlements have not grown out evenly from an obvious ‘centre’, and no longer benefit from local shops in residential areas. In Warwick District the same is true, although it is less pronounced as more people live in the urban areas. In other responses to this Paper Stansgate clients have supported a dispersed approach to the distribution of development, with market and affordable housing directed towards a wide range of settlements to support both the housing needs arising from those settlements and also to support the settlements themselves. Just because the 20 minute neighbourhood cannot be achieved does not mean these areas are not suitable for development. It is unrealistic to seek development in accordance with the 20 minute neighbourhoods in rural south Warwickshire and as such Stansgate clients would support Option T1a: Include no policy on the principles of the 20-minute neighbourhood for new development.
No answer given
Q-T1: In an ideal world all those people who want to, should be able to access a range of local services and facilities – a shop, a pub, a school, a bus or train and employment opportunities – within 10 minutes. In reality very few people in the South Warwickshire Area can do this, and there is little which can be done to improve the situation. At present some 45% of the population in Stratford upon Avon District live in the rural south and east (Inspectors Interim Report, March 2015). Almost all of these live more than 10 minutes from local facilities. A large number of those living in the Main Rural Centres also live more than 10 minutes walk from key services because settlements have not grown out evenly from an obvious ‘centre’, and no longer benefit from local shops in residential areas. In Warwick District the same is true, although it is less pronounced as more people live in the urban areas. In other responses to this Paper Stansgate clients have supported a dispersed approach to the distribution of development, with market and affordable housing directed towards a wide range of settlements to support both the housing needs arising from those settlements and also to support the settlements themselves. Just because the 20 minute neighbourhood cannot be achieved does not mean these areas are not suitable for development. It is unrealistic to seek development in accordance with the 20 minute neighbourhoods in rural south Warwickshire and as such Stansgate clients would support Option T1a: Include no policy on the principles of the 20-minute neighbourhood for new development.
No answer given
Q-T1: In an ideal world all those people who want to, should be able to access a range of local services and facilities – a shop, a pub, a school, a bus or train and employment opportunities – within 10 minutes. In reality very few people in the South Warwickshire Area can do this, and there is little which can be done to improve the situation. At present some 45% of the population in Stratford upon Avon District live in the rural south and east (Inspectors Interim Report, March 2015). Almost all of these live more than 10 minutes from local facilities. A large number of those living in the Main Rural Centres also live more than 10 minutes walk from key services because settlements have not grown out evenly from an obvious ‘centre’, and no longer benefit from local shops in residential areas. In Warwick District the same is true, although it is less pronounced as more people live in the urban areas. In other responses to this Paper Stansgate clients have supported a dispersed approach to the distribution of development, with market and affordable housing directed towards a wide range of settlements to support both the housing needs arising from those settlements and also to support the settlements themselves. Just because the 20 minute neighbourhood cannot be achieved does not mean these areas are not suitable for development. It is unrealistic to seek development in accordance with the 20 minute neighbourhoods in rural south Warwickshire and as such Stansgate clients would support Option T1a: Include no policy on the principles of the 20-minute neighbourhood for new development.
No answer given
Q-T1: In an ideal world all those people who want to, should be able to access a range of local services and facilities – a shop, a pub, a school, a bus or train and employment opportunities – within 10 minutes. In reality very few people in the South Warwickshire Area can do this, and there is little which can be done to improve the situation. At present some 45% of the population in Stratford upon Avon District live in the rural south and east (Inspectors Interim Report, March 2015). Almost all of these live more than 10 minutes from local facilities. A large number of those living in the Main Rural Centres also live more than 10 minutes walk from key services because settlements have not grown out evenly from an obvious ‘centre’, and no longer benefit from local shops in residential areas. In Warwick District the same is true, although it is less pronounced as more people live in the urban areas. In other responses to this Paper Stansgate clients have supported a dispersed approach to the distribution of development, with market and affordable housing directed towards a wide range of settlements to support both the housing needs arising from those settlements and also to support the settlements themselves. Just because the 20 minute neighbourhood cannot be achieved does not mean these areas are not suitable for development. It is unrealistic to seek development in accordance with the 20 minute neighbourhoods in rural south Warwickshire and as such Stansgate clients would support Option T1a: Include no policy on the principles of the 20-minute neighbourhood for new development.
No answer given
Q-T1: In an ideal world all those people who want to, should be able to access a range of local services and facilities – a shop, a pub, a school, a bus or train and employment opportunities – within 10 minutes. In reality very few people in the South Warwickshire Area can do this, and there is little which can be done to improve the situation. At present some 45% of the population in Stratford upon Avon District live in the rural south and east (Inspectors Interim Report, March 2015). Almost all of these live more than 10 minutes from local facilities. A large number of those living in the Main Rural Centres also live more than 10 minutes walk from key services because settlements have not grown out evenly from an obvious ‘centre’, and no longer benefit from local shops in residential areas. In Warwick District the same is true, although it is less pronounced as more people live in the urban areas. In other responses to this Paper Stansgate clients have supported a dispersed approach to the distribution of development, with market and affordable housing directed towards a wide range of settlements to support both the housing needs arising from those settlements and also to support the settlements themselves. Just because the 20 minute neighbourhood cannot be achieved does not mean these areas are not suitable for development. It is unrealistic to seek development in accordance with the 20 minute neighbourhoods in rural south Warwickshire and as such Stansgate clients would support Option T1a: Include no policy on the principles of the 20-minute neighbourhood for new development.
No answer given
Q-T1: In an ideal world all those people who want to, should be able to access a range of local services and facilities – a shop, a pub, a school, a bus or train and employment opportunities – within 10 minutes. In reality very few people in the South Warwickshire Area can do this, and there is little which can be done to improve the situation. At present some 45% of the population in Stratford upon Avon District live in the rural south and east (Inspectors Interim Report, March 2015). Almost all of these live more than 10 minutes from local facilities. A large number of those living in the Main Rural Centres also live more than 10 minutes walk from key services because settlements have not grown out evenly from an obvious ‘centre’, and no longer benefit from local shops in residential areas. In Warwick District the same is true, although it is less pronounced as more people live in the urban areas. In other responses to this Paper Stansgate clients have supported a dispersed approach to the distribution of development, with market and affordable housing directed towards a wide range of settlements to support both the housing needs arising from those settlements and also to support the settlements themselves. Just because the 20 minute neighbourhood cannot be achieved does not mean these areas are not suitable for development. It is unrealistic to seek development in accordance with the 20 minute neighbourhoods in rural south Warwickshire and as such Stansgate clients would support Option T1a: Include no policy on the principles of the 20-minute neighbourhood for new development.