Q-T4: Please provide suggestions for how smart cities technologies could be supported in South Warwickshire
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Chapter 10 A well connected South Warwickshire Issue T1: 20 minute neighbourhoods 74. The HBF comments on 20 minutes neighbourhood concept can be found in response to the Spatial Strategy in Section 4.2
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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.
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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.
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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.
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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.
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Q-T2 Braemar is supportive of policies that support sustainable and active travel options. A hierarchical approach would, however, include the increasing role of mobility through technology and different modes of travel. For example, the role of the internet in meaning people do not actually need to travel to work or shops should be fully considered alongside e-scooters and e-bikes as reducing the effort needed for people to use active travel options, which more people are more willing to travel a longer distance compared to mechanical scooters and bikes.
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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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Q-T1: Please select all options which are appropriate for South Warwickshire Option T1a: Include no policy on the principles of the 20-minute neighbourhood for new development. 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: Please select the option which is most appropriate for South Warwickshire 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: Please add any comments you wish to make about a well-connected South Warwickshire Policies that simply encapsulate LTP priorities and proposals should be avoided because LTPs are not subject to the same levels of consultation and examination as local plans. The transport policies in the local plan should be open to testing alongside all of the other policies.
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Q-T1 20 Minute Neighbourhoods 64. The concept of the 20 minute neighbourhood is supported and William Davis would be content with Option T1c, meaning a bespoke policy requiring the principles of a 20 minute neighbourhood is included within appropriate development proposals. As explained elsewhere within these representations and supporting Concept Masterplan, Studley is a sustainable settlement and the Site at Holt Farm is well connected to the village centre and existing amenities, which the SWLP evidence recognises. This also aligns with recent changes to the development management system whereby Active Travel England are now a statutory consultee for development of a certain scale.
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Transport links to Henley are not great and should be considered by planners. Bus services are minimal and rail links to Birmingham very hit and miss. Trains are often cancelled and if they do run can take 45 mins.
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 positive to see that Smart Cities technologies are being considered given the social, economic, and environmental benefits to communities. Public Health Warwickshire seek further clarity with this question? ‘Support’ in terms of financial or ‘support’ from infrastructure providers and /or other suggestions? Although Smart Cities technology presents many disadvantages such as privacy and security risks and substantial investment capital there are many beneficial advantages to the health and wellbeing of communities. Data and digital technology combined can help with individual making more informed choices and decisions, thereby improving their quality of life. Smart Cities technologies assist in keeping our communities safer. Research has shown that people are concerned about their safety on public transport such as violent crime (e.g., sexual offenses, knife attacks, terrorism, thefts), non-violent crime (e.g., anti-social behaviour, vandalism, drug use, trespassing, drunkenness) https://www.researchgate.net/publication/340987221_Public_Transport_Quality_Safety_and_Perceived_Accessibility. As highlighted in Warwickshire County Council Spatial Planning Document https://democracy.warwickshire.gov.uk/documents/s2123/04%20Appendix%20A.pdf Smart Cities technologies could assist in the reduction of crime and improve public safety. Smart cities technologies allow behaviour change to be understood in further detail such as people’s patterns, changes in behaviour and demands of people and in turn technology can respond with more efficient and lower cost improvements. Smart Cities technologies will bring vast improvements to the environment including the reduction of carbon footprint, reduced emissions which could help in keeping many people safe from adverse health conditions such as Asthma and COPD. 'Live' timetable information at bus stops is likely to provide reliable confidence for more people to use public transport, therefore, reducing car dependency. Warwickshire Public Health look forward to hearing more about the Smart Cities technologies approach as the South Warwickshire Local Plan develops.
Q-T1: Option T1c Warwickshire County Council Public Health support a bespoke policy requiring the principles of 20-minute neighbourhoods to be included in development proposals. Warwickshire County Council were pleased to see that the principles of the 20-minute neighbourhood “have underpinned the development of the 'settlement design analysis' across South Warwickshire with a view to this informing the evolution of spatial strategy options in making the case that this might form the basis of a policy within the SWLP”. It is critical that the environment in which people live does not promote sedentary behaviour. Structure and design can influence whether communities will walk or cycle. Simply, by having key facilities within a reasonable walking distance can encourage active travel. Having facilities and services available near developments are particularly imperative for community resilience, happiness and especially important for people that are elderly, socially isolated, those living with health conditions and those living with a disability. As reported within Warwickshire’s County Council Spatial Planning document https://democracy.warwickshire.gov.uk/documents/s2123/04%20Appendix%20A.pdf residents of highly walkable neighbourhoods have lower body weights than their counterparts in less walkable neighbourhoods (Foresight report, 2007). Waltham Forest Council have reported to have successfully pioneered 20-minute neighbourhoods, giving every resident easy access to everything they need to live well. https://www.walthamforest.gov.uk/council-and-elections/about-us/waltham-forest-public-service-strategy/priority-3-our-15-minute-neighbourhood We would encourage best practice dialogue with other local authorities across the country in implementing the 20-minute neighbourhoods’ principles and that the Policy is reviewed regularly in line with the most up to date evidence base. Q-T2: Warwickshire County Council Public Health support T2a - a policy which takes a hierarchical approach to prioritising transport infrastructure. The Warwickshire Director of Public Health Annual Report 2022 has made several recommendations to improve health and wellbeing and reduce health inequalities in Warwickshire. The recommendations are framed around the themes of housing, food, and transport in order to address the causes of poor health and wellbeing. Implementation of the recommendations will rely upon the concerted efforts of key partners across health and care and the wider determinants of health. One of the four recommendations highlights that “that transport planners and health partners work together to improve transport links for those living in areas with more rural isolation, deprivation and where rates of long-term conditions and access to transport links are poor”. Public Transport plays a key role, particularly for vulnerable groups, in providing access to a range of services and opportunities, including health care, employment, shops and recreational activities. When combined with walking and cycling use of public transport can also bring health, wellbeing, and environmental benefits. Warwickshire County Council Public Health are pleased to see that considerations such as making changes to car parking standards and lowering them in areas where there are good active/public transport links such as in main urban centres. The Warwickshire County Council Director Public Health Annual Report 2022 reports that certain groups are impacted by this more than others. Nationally, those living in the most deprived areas are 3 times more likely to rely on public transport for essential travel and less likely to be able to work from home, compared to those in the least deprived areas (https://www.ucl.ac.uk/news/2021/jan/people-deprived-areas-3-times-more-likely-use-public-transport-essential-travel). In 2017/18, 33% of the lowest income households nationally did not have access to a car (thereby making them more reliant on public transport), compared to just 5% of the highest income households (https://www.health.org.uk/publications/long-reads/how-transport-offers-a-route-to-better-health) Women may also be disproportionately affected. In 2018, women across England made over a third more journeys by bus then men. (https://wbg.org.uk/analysis/uk-policy-briefings/2019-wbg-briefing-public-transport-and-gender/) Community engagement is essential to ensure interventions are appropriate (especially within the most deprived areas), targeted for communities and their needs are highlighted to have the most positive impact. We recommend an emphasis on co-production to improve the likelihood of these positive behaviour changes. It was also pleasing to see that proposals should support the priorities outlined in Warwickshire’s Local Transport Plan. Warwickshire County Council Public Health recognise the complexities surrounding this plan; however, possible interventions are clear and key to supporting active travel choices by 2026. Q-T3: Whilst this correctly identifies the issues faced by existing residents and businesses, particularly in the rural areas, the current delivery mechanisms for improvements are subject to CIL legislation, viability considerations and the commercial realities for public transport providers. Consideration could therefore be given to identifying sites for future development that could have a cumulative benefit on the existing population for an area. Warwickshire County Council Public Health support a policy encouraging more sustainable road-based transport for businesses. Warwickshire County Council has declared a climate emergency, therefore, Warwickshire County Council Public Health are pleased to see that ‘sustainable road-based transport for businesses’ is being considered. (Warwickshire County Council - Council Plan 2020-2025) Options outlined in the Plan such as low emissions zones, workplace levies etc is positive. Other methods of encouraging the uptake of electric and low emission vehicles could be explored further such as public incentives but consideration given to larger scale businesses, especially those organisations whose predominant form of travel is road-based. Evidence suggests that a package of well-designed financial incentives plus non-financial incentives (and possibly also investment in public charging) may be the most effective means of increasing uptake. https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/464763/uptake-of-ulev-uk.pdf Whilst it is recognised that detailed standards will be developed in due course, an over-arching policy could be helpful for residential and employment sites, and potentially retail and education uses. Until revised standards are in place, the existing standards will be applied, and these may be contrary to the general presumption intended for sites (depending on the strategy chosen), and it is likely that planning applications will be made ahead of the Local Plan adoption and any subsequent Development Briefs or SPD’s. Q-T5: Public Health Warwickshire are pleased to see a good range of sustainable travel choices. Public Health Warwickshire are pleased to see that the principles of a 20-minute neighbourhood are being considered given the significant health benefits and connectively this will provide to communities. Public Health Warwickshire are pleased to see the South Warwickshire Local Plan should look to align with the Local Transport Plan priorities. Key amenities should be within a reasonable distance for travelling or walking to and provide the opportunity to choose a healthy lifestyle. This includes adequate access to green spaces, education and health facilities, reasonably priced healthy food choices and limitations on unhealthy lifestyle outlets. Local amenities, such as community/health centres, schools, and food stores should be within a 5-minute walkable distance, reducing the need for car use, promote physical activity and integrate facilities and services into the heart of the community where they can be well used by all. Having facilities within a reasonable distance to travel to will help to reduce loneliness and social isolation of residents in the neighbourhood. Has consideration been given to new developments and how they will integrate into existing buildings and connection? Will people be able to travel from new to existing facilities and services? Warwickshire County Council Public Health in line with national evidence base encourage the design of places with a good mix of housing to enable people to integrate and connect into their community no matter what their living arrangements where. The “Determinants of and Barriers to Active Travel in Coventry and Warwickshire” report published in June 2021 (taken from the Warwickshire County Council Director of Public Health Annual Report 2022 https://api.warwickshire.gov.uk/documents/WCCC-1350011118-3190) identified that: • For commuting, concern about lack of cycle routes and road safety were the biggest barriers • For educational trips, distance was the biggest barrier • For shopping trips, carrying a heavy load was the biggest barrier • Health is identified both as a driver and barrier (due to specific conditions) for Active Travel • Those living in buildings where some safety features are present are more likely to use their bike, evidencing that safe storage is a contributory factor • Individuals were worried about their safety in separate bike lanes as they were worried cars can pass into them • Individuals said they would respond to positive incentives (such as safe lanes or group active travel) as opposed to negative incentives (removing or charging for work parking) (Sen S, Patel R. Determinants of and barriers to active travel in Coventry and Warwickshire. 2021 Jun 1.)
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Issue T1: 20-minute neighbourhoods The Issues and Options document considers that it is beneficial to maximise opportunities for people to meet their regular day-to-day needs near to where they live (and/or work), and to do this within a reasonable walking distance of their homes (and/or workplace). Connectivity to services is therefore key. Locations which are served by existing services or could provide additional services should be seen as an opportunity to maximise sustainable development. We consider that the Local Plan should include a policy on the principles of the 20-minute neighbourhood for new development. Issue T2: Sustainable transport accessibility across South Warwickshire The Joint Local Plan should be seeking to maximise their existing transport links when locating growth. Utilising existing infrastructure and upgrading where necessary should be the priority when locating growth. We consider that the focus should be on settlements which have links to sustainable transport options including rail services. The Joint Local Plan is seeking to be ambitious in terms of its action to tackle climate change, and in a time where we are seeking to encourage more sustainable movement patterns and reduce carbon emissions as much as possible, it seems reasonable to locate development in locations which can benefit from public transport. Promoting all forms of sustainable transport should be the strategic focus of the SWLP. We consider that the SWLP should include a policy which takes a hierarchical approach in terms of prioritising transport infrastructure. Moreover, the hierarchy should seek to prioritise the utilisation of rail services as a means of reducing private car travel for trips
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Invest much more in rural and urban bus services. Work on improving rail services from and to Kenilworth, maximising use of its station.
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Issue T1: 20-minute neighbourhoods The Issues and Options document considers that it is beneficial to maximise opportunities for people to meet their regular day-to-day needs near to where they live (and/or work), and to do this within a reasonable walking distance of their homes (and/or workplace). Connectivity to services is therefore key. Locations which are served by existing services or could provide additional services should be seen as an opportunity to maximise sustainable development. HIA Developments consider that the Local Plan should include a policy on the principles of the 20-minute neighbourhood for new development. Issue T2: Sustainable transport accessibility across South Warwickshire The Joint Local Plan should be seeking to maximise their existing transport links when locating growth. Utilising existing infrastructure and upgrading where necessary should be the priority when locating growth. HIA Developments consider that the focus should be on large towns that have links to sustainable transport options including rail services. The Joint Local Plan is seeking to be ambitious in terms of its action to tackle climate change, and in a time where we are seeking to encourage more sustainable movement patterns and reduce carbon emissions as much as possible, it seems reasonable to locate development in locations which can benefit from public transport. Promoting all forms of sustainable transport should be the strategic focus of the SWLP. HIA Developments consider that the SWLP should include a policy which takes a hierarchical approach in terms of prioritising transport infrastructure. Moreover, the hierarchy should seek to prioritise the utilisation of rail services as a means of reducing private car travel for trips.
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Q-T1: 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 Henley-in-Arden, the Respondent’s site to the south of the town is compliant with the 20-minute neighbourhood principle and is considered an ideal candidate for allocation. Further information regarding the site is set out under Section 3.0 of this Statement and the accompanying Vision Document. 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: 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. 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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Thank you for consulting Gloucestershire County Council (GCC) on the above matter. The following officer comments are on behalf of the Strategic Transport Unit. Officers recently commented on the emerging Warwickshire Local Transport Plan 4 (LTP4) and these are deemed relevant to this consultation and reflected in the following observations. GCC supports objectives for sustainable development and mode shift as identified in the’ Issues and Options consultation’, and in Warwickshire’s draft LTP4; we note specifically that the carbon reduction and levelling-up agendas have become of increasing and overarching importance in the context of LTP4, and in relation to changing working patterns, changes to freight patterns and the capacities of rail and bus services. Where possible, opportunities to strengthen multi-modal connectivity and service provision between settlements across the Warwickshire and Gloucestershire borders should be optimised, particularly where there are opportunities to link through hubs, interchanges and shared routes. This includes cross-boundary active travel routes, and links with Local Cycling Walking and Infrastructure Plans (LCWIP) delivery. This SWLP impacts Gloucestershire due to the cross-boundary transport issues associated with significant development (and its associated transport demand) proposed to be delivered through both the emerging SWLP and the corresponding development plans in Gloucestershire, including the Joint Local Plan (JLP). The transport impacts and trips generated through these plans’ implementations will particularly impact the north Cotswolds, Tewkesbury and the Gloucestershire JLP delivery area. It is noted that under the various strategic development options proposed there is a potential new settlement allocated to south-west of Stratford-Upon-Avon, and a development of strategic significance on the Gloucestershire (Cotswolds District) border. Both South Warwickshire and north-east Gloucestershire are predominantly rural in nature with high reliance on the private car. Irrespective of the benefits that may accrue through transference to EV there will need to be close attention to how mode transfer will be the best practicable choice for significantly more trips in these areas, and how stand alone new developments, and developments allocated to the edges of existing settlements, will genuinely benefit from local services, reduced need to travel and 20 minute neighbourhoods. GCC welcomes Warwickshire County Council’s (WCC’s) recognition of the significant movement across Warwickshire’s borders for regional connectivity. Specific to Gloucestershire are the A46, A429 and the North Cotswold Line. GCC will continue to work in close partnership with WCC and other interested parties concerning these corridors, and with regard to freight management. In particular, the A46 Partnership has been established to produce a strategy to deliver planned infrastructure improvements to the A46 between M5 Junction 9 in Gloucestershire and M6/M69 at Coventry. With significant development proposed within south Warwickshire and its adjoining corridor into Gloucestershire, transport demand will increase on Gloucestershire’s roads, particularly on routes that are already prone to capacity constraints in and around Moreton-in-Marsh, Tewkesbury and the A46 corridor. A high level broad review of journey to work census data supports the assumption that some traffic will head south towards Gloucestershire. Most of those trips are undertaken by private car. The nature of the road network funnels southbound traffic in towards Tewkesbury with the majority of the through traffic which accesses the remainder of Gloucestershire by either passing through the Tewkesbury Borough area or Cotswold District. We reiterate the importance of issues relating to additional pressures on the A46/A44/A429 arising from increased transport demand in relation to new development onto these corridors. It will be important to consider transport modelling outputs and the synergistic impacts of development and transport growth within both counties. Where modelling outputs accompany transport mitigation strategies, will these be traditionally highway based? Or will they encourage sustainable approaches [in line with the 6 proposed WCC LTP Strategies] instead, that focus on mode shift and reducing the number of single occupancy vehicles? It will be imperative to model and mitigate the impacts of land use and transport proposals on Gloucestershire roads and transport corridors which arise from the development patterns agreed within the end adopted plan. A number of those trips may make use of local routes, increasing risk of conflicts, creating new safety issues and worsening air quality. Therefore, it is recommended that impact assessments focus on the local road network links as well as the Strategic Road Network/Major Road Network and that impacts can be anticipated and appropriately mitigated on both sides of the boundary. Collaborative working between the two authorities can ensure this occurs. The emphasis on rail corridors in promoting more sustainable patterns of growth is welcomed. Reference should also be made to the North Cotswold Line as it forms an important east west rail link. Whilst it doesn’t run through either Stratford or Warwick districts some of the stations on the route, in particular Moreton in Marsh and Honeybourne, attract users from the wider south Warwickshire area. The North Cotswold Line Task Force (NCLTF) was set up to deliver enhanced services and reduced journey times from Worcester to Oxford and London which if delivered will improve sustainable travel options for those living and working in the area. Improved services and facilities at Moreton in Marsh will make rail travel more attractive and reduce car journeys on the local road network. In the longer term there is an aspiration to reinstate the Stratford to Honeybourne railway line. This would help facilitate long term sustainable strategic growth at Long Marston by increasing use of public transport for local and regional journeys. This would help reduce car journeys on the local road network and help mitigate the impact on settlements in the area. This should be recognised in the emerging SWLP.
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DTC - West Midlands Combined Authority Are there any strategic cross boundary issues that need to be addressed and/or delivered through the South Warwickshire Local Plan (SWLP)? Yes - slightly in terms of transport. While South Warwickshire is not within the Metropolitan country of the West Midlands, it will slightly boarder Solihull MBC and it should make reference and acknowledge issues like the Key Route Network (which may include bus routes/active travel routes) together with rail. Strategic cross boundary issue 1: Public transport and active travel especially concerning these modes along the West Midlands Key Route (KRN) , and in particular the A435 Alcester Road along Balsall Heath Birmingham Cross City Route, which serves South Warwickshire area. Roads forming part of the West Midlands KRN may be impacted by significant development on the boarders or within the ‘Shire’ authorities, and therefore we should be made aware of any development which may impact these roads. As part of our adopted West Midlands Local Transport Plan, TfWM makes reference to our local authority boundaries and the importance of working in partnership with neighbouring authorities, as cross boundary travel can be significant not only for commuting but also for leisure trips. Rail and bus journeys also take place, and the importance of strategic park and ride provision may be another issue to consider. WMCA, TfWM and the seven metropolitan borough authorities will continue to work together with local partners such as transport operators, with our neighbouring local authorities, with our regional partners such as West Midlands Rail Executive and Midlands Connect, and with national partners such as Government and the national agencies responsible for transport functions to develop and deliver the West Midlands LTP. Strategic cross boundary issue 2: Cross boundary rail issues should also be picked up, with the importance of working with partners like the Midlands Rail Executive. It will be important, like with any KRN issues, to understand further rail implications on the wider network and work in partnership on projects like the Midlands Rail Hub which will provide new cross-regional rail connections, new stations and enable economic growth through access to larger labour markets, new housing and through attracting more inward investment to the wider region of the West Midlands. The Midlands Rail Hub is also a core building block to enable further rail network enhancements required to meet future demand. Therefore, its important to understand any rail issues impacting South Warwickshire and the West Midlands Met region going forward. Finally, the benefits of delivering on the HS2 Growth Strategy – especially around Birmingham Interchange (UK Central) and Solihull will unlock many benefits, including released capacity on the existing network and enhance the wider regional rail network, adding wider benefits for South Warwickshire longer term.
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.
No answer given
Local infrastructure If both councils are serious about developing a long-term plan, then they should be looking at much more than just a call for sites and what development people / companies want to do over the next 20 years. None of this will work properly without improving the infrastructure in this area. Indeed many of the current traffic and transport problems which currently beset us are due to the lack of infrastructure over the last 20 or so years while allowing unrestrained local development in and around all the major towns and villages in the area. A couple of local items will help improve the immediate situations around Sherbourne: 1) Watery Lane in Sherbourne is regularly used as a short cut (rat run) by local residents who wish to avoid driving round the M40/A46 and the Sherbourne roundabouts to join the A46 towards Stratford upon Avon. Despite being a narrow rural lane with no footpaths the speed limit is 40 mph which is excessive for a narrow lane which is regularly used by pedestrians, dog walkers and horse riders. The speed needs to be reduced to 30 mph both for safety reasons and to reduce the benefit and the desire to take the short cut. Previous attempts to have the speed limit reduced have been rebuffed by WCC on the basis that there have been no fatalities. The local residents would like that to remain the case. 2) The other problem that Sherbourne residents face is that of joining the A429 heading either north or south. Often the northbound traffic is continuous and causes long delays exiting Fulbrook Lane heading north, In theory polite drivers would allow residents to pull out, but this doesn’t happen. Trying to exit heading south is even harder as this relies on gaps in traffic in both directions. a. As a minimum this junction needs updating with a right turn ‘ghost island’ in the centre of the A429 to allow cars heading south and wishing to turn right to pull into the centre to await the opportunity to turn, or for cars exiting Fulbrook Lane to cross half the A429 and wait for a gap in the southbound traffic. b. There is enough land there to do this as the southbound side of the A429 has a large grassed area, although this currently has a number of Green BT cabinets installed which would need moving. 3) Moving further afield there are a number of traffic problems with the layout and running of M40 J15 and J14. a. M40 J15 used to have yellow boxes painted on the roadway to keep the access to the various sideroads clear and keep traffic flowing. This generally used to work well, not always, but much of the time. When the roundabout was widened to four lanes all round, National Highways changed the layout and removed the yellow boxes, which now causes delays getting off the A429 onto the roundabout – particularly for those heading towards either Warwick or the M40 South. Similarly the traffic on the roundabout blocks the road where the Stratford Road from Warwick joins the roundabout, which lacks traffic lights, causing considerable traffic backlogs along the Stratford Road. i. Suitably placed yellow boxes would help improve traffic flow on these roads without slowing down the traffic from the main routes – A46 and M40. ii. Having convinced National Highways to paint yellow boxes on the roundabout they need to address their maintenance schedule. They have a schedule for re-painting the main lane markings which is done for them by their contractor Keir. This is not done frequently enough. The traffic volumes on the roundabout mean the lines wear out every couple of years and there is another couple of years before they are repainted. They are only just visible on a clean road on a clear day. But they are next to invisible in wet weather or when there is salt on the roads – basically most of the winter. At time of writing (March 2023) there are signs around the roundabout saying NO WHITE LINES so someone official knows they need doing, but nothing is happening. The area doesn’t just need infrastructure being put in place, it needs to be maintained properly. b. M40 J14 is just an accident waiting to happen. It should never have been designed as a half junction so close to J15, but that is too late to worry about now. Now the problem is that during rush hours, traffic trying to exit J14 southbound backs up so far that it takes over the hard shoulder. Although this keeps some of the queues off the carriageway there are still numerous occasions where drivers of both cars and trucks change lanes suddenly to either try and leave the motorway, or to avoid unforeseen queues. I see this every morning I go to work heading south on the M40 and while I have never actually seen an accident I would be astounded if there hadn’t been any. i. This junction was improved slightly a few years ago, which improved the situation a little, but not sufficiently. ii. The junction needs to be radically improved so that when the traffic leaves the motorway, the roundabout is removed, there are two lanes of traffic heading along the A452, so the left hand lane can head towards Warwick, Warwick Technology Park and Europa Way into Leamington, while the right hand lane can take traffic up to the roundabout and onto the Banbury road towards Bishops Tachbrook, M40 J13 and on to the new Upper Lighthorne town, the Gaydon Aston Martin and JLR sites and Gaydon village.
No answer given
Q-T2: Please select the option which is most appropriate for South Warwickshire Our preference would be to support ‘Option T2a: Include a policy which takes a hierarchical approach in terms of prioritising transport infrastructure.’ National Highways supports and hierarchal approach for prioritising transport infrastructure with a recommendation of promoting active and sustainable travel first in accordance with the NPPF and the DfT Circular 01/2022. We welcome early engagement with the local planning authorities and local highway authorities to identify the infrastructure needs and schemes that are required to deliver the identified growth in the forthcoming local plan. Q-T3: Please select the option which is most appropriate for South Warwickshire Our preference would be to support ‘Option T3a: Include a policy encouraging more sustainable road-based transport for businesses.’ National Highways supports the inclusion of a policy encouraging more sustainable road-based transport for businesses as it accords with the NPPF and the DfT Circular 01/2022.
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 north of Leamington Road, Long Itchington 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 Long Itchington. 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 north of Leamington Road, Long Itchington will include a series of new pedestrian and cycle routes within the development, in addition to pedestrian and cycle access through the adjacent public open space at LILAC Field. The Site is well located to connect into the existing footway and PRoW network, existing cycle routes and public transport options. Vehicular access to the site would be provided via Russell Close off Leamington Road. This would require the widening and realignment of Russell Close into the Site, in addition to the formation of a new priority ‘give-way’ junction to serve existing dwellings accessed from Russell Close.
No answer given
Q-T1: The concept of the 20 minute neighbourhood is supported and William Davis would be content with Option T1c, meaning a bespoke policy requiring the principles of a 20 minute neighbourhood is included within appropriate development proposals. As explained elsewhere within these representations and supporting Vision Document, Shipston is a sustainable settlement, and the Site at Furze Hill is well connected to the town centre and existing amenities, which the SWLP evidence recognises. This also aligns with recent changes to the development management system whereby Active Travel England are now a statutory consultee for development of a certain scale.
No answer given
Honeybourne railway station is turning into the preferable railway station for people and businesses with property and other interests in the area around Long Marston. This places additional pressure on roads in the vicinity of Honeybourne railway station, which were not designed for the level of use that they are experiencing. Of specially concern to Pebworth Parish Council is the “C” road route to Honeybourne railway station via Pebworth, parts of which are designated a conservation area. The route is single lane in parts, has 90° bends, two low railway bridges and in the conservation area, properties abutting the carriageway boundary. In the event that further housing is constructed at Long Marston in the numbers suggested, Pebworth Parish Council would strongly support the provision of high-quality public transport links, preferably rail, to/from Long Marston, with a railway station at Long Marston.
No answer given
Q-T1: Please select all options which are appropriate for South Warwickshire Option There are significant benefits of utilising 20-minute neighbourhood principle whereby people are able to meet their regular day to day needs within reasonable walking distance of their home or workplace. To ensure the success of the concept of 20-minute neighbourhoods a clear, holistic definition or vision will need embedding in policy. Any relevant policies will need to be specific enough to provide confidence for decision makers but also a degree of flexibility to allow its application across a range of places with different context, for example across urban and rural areas within the districts. It is considered that this policy approach follows the objective of sustainable development and aligns with the overarching principles of this Local Plan and could be achieved within a new settlement proposal at Deppers Bridge. Issue T2: Sustainable transport accessibility across South Warwickshire Lone Star Land support the provision a general policy relating sustainable transport which requires the necessary infrastructure and services place to allow both existing and new communities to become more sustainable and to have much easier access to key services and facilities. The proposed new settlement at Deppers Bridge would allow for positive transport and housing impacts, delivering sustainable development that encourages the use of alternative modes of transport other than the private car and which allows for development with access to a range of services and facilities.
No answer given
Q-T1: 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-T3: Should be aligned with the national approach. 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 as local plans. The transport policies in the local plan should be open to testing alongside all of the other policies.
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
No answer given
Q-T1: 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 as local plans. The transport policies in the local plan should be open to testing alongside all of the other policies.
No answer given
Q-T1 – Please select the 20 minute neighbourhood option which is most 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. 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 neighborhood. The connectivity and context of developments can be determined on a site by site basis.
No answer given
Q-T1 – Please select the 20 minute neighbourhood option which is most 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. 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.