Issue and Options 2023
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New searchThe study focusses on density as a quantified figure based on existing capacities, which is a helpful tool to ascertain the expected density for new developments in proximity of existing development. The study notes that proximity of constraints, including listed buildings or wildlife sites, are not fundamental to prevent development. This is the right approach. However, the limitations of the Urban Capacity Study are identified in the report, itself. The study is a theoretical exercise that is not intended to conclusively establish the urban housing capacity of South Warwickshire over the plan period. Instead, it indicates a current potential urban housing capacity. More detailed work is required to confirm actual capacities, especially when it is noted that the study has not been informed by the outcome of a HELAA. Directly linked to the Urban Capacity Study, further work should also be undertaken to ascertain the potential of incorporating a similar concept to the PTAL1 rate (density driven by proximity to public transport) in relation to urban areas. This would further encourage and guide development to sustainable locations and provide benefits for proposals with better PTAL rates (i.e. support for higher densities, reduced car parking requirements), or additional requirements for proposals with worse PTAL rates (i.e. additional car parking spaces, financial contributions) on a case-by-case basis.
Appendix 1 Stratford-upon-Avon Segment 5 and 6: There is potential for the development of land at Copham’s Hill, Stratford-upon-Avon (ref. ID 385) for a mixed-use scheme (see Appendix A to D). The analysis of the proposed site should also consider its potential for improved connectivity (see Appendix C). The analysis notes that part of the site sites within a flood zone. However, the proposed Copham’s Hill site excludes development in areas of higher flood risk (see Appendix A and B). In light of the site’s potential for a significantly improved connectivity to the adjacent town centre and its exclusion of the areas of higher flood risk, it is considered that the site should result in a connectivity grade of A or, at minimum, B.
Q-S4.1: Yes. Growth of existing settlements is one of a number of important approaches, where it utilises existing and available infrastructure to support sustainable growth. Q-S5.2: Possibly. This should only be accordance with the NPPF, and robust evidence should be provided in respect to the sustainability of any new settlement and their deliverability within the plan period. Consideration should be given to landownership, delivery models and infrastructure requirements in the first instance, prior to setting out a strategic approach and action plan for each new settlement. It is very likely that they will have significant obstacles to overcome until effective delivery. Q-S8.1: No. This should be assessed on a case-by-case basis, as the quality, acceptability and sustainability of developments is not inherently based on the quantity of dwellings proposed, but the appropriate location and the detailed design and layout. Further, a threshold level may be appropriate for some settlements given their scale but may not be appropriate for other settlements. Therefore, flexibility to allow this to be taken into account should be kept. Q-S8.2: A threshold approach should not be adopted. Q-S10: The growth strategies described in Q.S7.2 include development in green belt locations. A Green Belt review should be undertaken as part of the core evidence base for the next stage of the local plan process. Growth Options 1, 2 and 4 should form the basis of future development within South Warwickshire, with Growth Option 3 being applied to a limited degree and Growth Option 5 to ensure the survival of smaller, more rural settlements. The local plan should adopt a flexible approach in terms of employment uses, so that it can account for future needs or opportunities that will best reflect market signals and requirements.
Yes, South Warwickshire has some unique opportunities to deliver meaningful levels of sustainable development in the vicinity of some of its existing train stations. The better stations have other infrastructure in place, such as bus services, that will provide sustainable additionality to the development. The council should support those locations that offer additionality such as access to other means of sustainable transport (i.e. bus services, pedestrian footpaths, cycle routes).
