Infrastructure & utilities

The human version (we wrote this, not the council)This section opens the Development Strategy chapter with the plan's vision for 2050. It pictures South Warwickshire as a flourishing, healthy and vibrant place where new settlements thrive alongside existing communities, with homes and jobs in accessible, well-connected locations and a bigger, greener economy driving towards net zero carbon. The vision is backed by strategic objectives, beginning with delivering infrastructure in the right place at the right time and providing homes that meet the needs of all communities, including affordable and specialist housing.

The human version (we wrote this, not the council)This section explains sustainable development and the plan's approach of Environmental Net Gain (ENG). Sustainable development means meeting today's needs without compromising future generations. ENG aims to leave the local environment better off than legal biodiversity rules alone require, covering carbon, soils, water, air quality, flood management and green spaces. ENG is an ambition rather than a mandatory requirement, but it is embedded across many policies, marked with a special symbol, and counts as a material consideration when shaping development proposals.

The human version (we wrote this, not the council)This section sets out the full wording and reasoning behind Policy DS.1 on environmental mitigation and compensation. Compensation is only supported where avoidance and mitigation are not achievable and where measures are deliverable, secured and managed long term. Off-site measures should align with local priorities such as the Warwickshire Local Nature Recovery Strategy. The policy extends the national mitigation hierarchy beyond biodiversity to other natural assets and ecosystem services, and it does not override statutory tests on heritage, flood risk or biodiversity.

The human version (we wrote this, not the council)This policy sets the spatial strategy for development to 2050. It prioritises previously developed urban land, concentrates greenfield growth into larger strategic areas so infrastructure can be delivered, favours locations near existing facilities based on 20-minute neighbourhood principles, requires efficient densities and promotes walking, cycling and public transport. It names two new communities, at Hatton and Long Marston Airfield, plus Strategic Growth Locations including Bidford-on-Avon, Bishop's Tachbrook, Henley-in-Arden, Kenilworth, three sites around Leamington Spa and land south of Coventry.

The human version (we wrote this, not the council)This section contains the full Policy DS.4 and its justification. Every New Settlement and Strategic Growth Location must agree a masterplan with the council before any planning application, deliver roads, schools, healthcare and utilities early with clear trigger points, and secure developer contributions through legal agreements. Sites must create walkable 20-minute neighbourhoods, provide affordable housing and deliver Gypsy and Traveller pitches before a set share of market homes are occupied. New settlements will deliver at least 4,000 homes, and delivery will be overseen by boards, site delivery officers and community champions, with long-term stewardship of community assets.

The human version (we wrote this, not the council)This policy allocates sites for mixed-use, leisure, community and town centre purposes. The extract covers Tachbrook Country Park at Bishop's Tachbrook, a multifunctional green space on land next to the Tach Brook. The park will provide a green buffer between the village and new housing off Harbury Lane, promote ecology and habitat diversity, potentially help with flood alleviation, and offer a well-connected park for walking, cycling and informal leisure as part of a wider green corridor.

The human version (we wrote this, not the council)This policy controls lorry traffic in the Vale of Evesham Control Zone. Business proposals that would increase heavy goods vehicle traffic by 5% or more must show that the economic benefits outweigh the traffic impact, that the development cannot go on a site with better access to the county's lorry route network, and that the proposed delivery routes are the least harmful to local communities. An HGV is defined as a lorry over 7.5 tonnes, and permissions will cap the number of lorry movements through conditions or legal agreements that bind future occupiers.

The human version (we wrote this, not the council)This section explains the background to the Vale of Evesham Control Zone. The policy is carried over from the Stratford-on-Avon Core Strategy with the county council's support, and similar designations exist in neighbouring South Worcestershire and Cotswold district plans, though Wychavon proposes to drop it. The 5% threshold has proved appropriate because small schemes have little effect on lorry movements. Larger increases are only acceptable where benefits, such as gains for the local economy, outweigh the traffic impact.

The human version (we wrote this, not the council)This section opens the chapter on delivering infrastructure. During consultation, residents consistently raised concerns that existing infrastructure lacks capacity and that new development would make things worse. The plan therefore requires housing and employment growth to be supported by the infrastructure needed to serve it, including roads, schools, health services and community facilities, with development contributing to that provision.

The human version (we wrote this, not the council)This section introduces the Infrastructure Delivery Plan policies, which support objectives on providing infrastructure in the right place at the right time, net zero carbon, quality of life and connectivity. It repeats a consistent message from public consultation: people are worried that existing roads, schools and health facilities lack capacity and that growth will add pressure. The plan responds by requiring new development to be matched with the infrastructure identified to support it.

The human version (we wrote this, not the council)This policy requires developments to provide, or pay towards, the infrastructure needed to cope with the extra demand they create. Permission will only be granted where adequate infrastructure capacity exists or will be provided, taking account of the Infrastructure Delivery Plan and the combined impact of other committed schemes, while supporting twenty-minute neighbourhoods served by public and active transport. On-site provision is preferred; where that is not feasible, financial contributions will be sought, limited to what is necessary, directly related and fairly proportionate to the development.

The human version (we wrote this, not the council)This section accompanies the policy on securing infrastructure provision. It restates the core tests: development must show that adequate infrastructure capacity exists or will be delivered to offset its impacts, guided by the Infrastructure Delivery Plan and cumulative effects from other committed schemes, while helping create twenty-minute neighbourhoods. It confirms the preference for infrastructure built on site, with financial contributions towards local and strategic infrastructure sought only where on-site delivery is shown to be unfeasible.

The human version (we wrote this, not the council)This policy deals with when and how infrastructure is delivered. Projects supporting the plan's growth are listed in the Infrastructure Delivery Plan, and developments must deliver critical and essential infrastructure in a timely, proportionate way, with early provision seen as vital. Temporary facilities may be accepted as an interim measure where they are fit for purpose and there is a clear timescale and mechanism for permanent replacements. Contributions are typically secured through Section 106 legal agreements and Section 278 highway agreements.

The human version (we wrote this, not the council)This section sets out timing expectations for different types of infrastructure on new developments. Community facilities must come with the first phase, and open space should be ready for the earliest occupiers rather than left to the end. New schools should be provided early because off-site schooling harms community building. Drainage and flood works are installed early and must be defect free, utilities including broadband must be in place before occupation, and public transport, walking and cycling infrastructure is prioritised to establish sustainable travel habits from the outset.

The human version (we wrote this, not the council)This section introduces the transport infrastructure policies. The plan is built on the idea of 20-minute neighbourhoods, where daily needs can be met close to home, and new infrastructure is planned to achieve this for new and existing residents. Where journeys are needed, walking, cycling and public transport are encouraged through new facilities and the safeguarding of existing routes. Some highway improvements and mitigation are also needed and land is protected for them.

The human version (we wrote this, not the council)This policy protects land needed for future transport schemes from development that could block their delivery. Protected projects include reopening the Stratford to Honeybourne railway, a new station at Long Marston Airfield, and double-tracking the Coventry to Leamington line with a second platform at Kenilworth. It also safeguards land for a multi-modal transport interchange near the University of Warwick, park and ride sites serving Leamington and Stratford-upon-Avon, disused railway lines earmarked as future walking and cycling routes, and improvements to key A46, M40 and M42 junctions.

The human version (we wrote this, not the council)This section lists the full set of protected transport schemes and explains the approach. Alongside rail, park and ride and strategic road junction schemes, it safeguards major link roads tied to specific development sites, including routes at Stratford-upon-Avon, Wellesbourne, Henley-in-Arden, Kenilworth, Warwick, Stoneleigh and Bidford, and a new consolidated M40 junction to replace Junctions 13 and 14. Development in these areas is only permitted where it would not hinder a scheme's design, delivery or operation, or is temporary or reversible. The aim is to prevent prejudicial development without needlessly sterilising land.

The human version (we wrote this, not the council)This section sets out the full sustainable transport policy and guidance. Major developments must provide direct, high-frequency public transport links, segregated walking and cycling routes, and barrier-free access for elderly, disabled and low-income users. Sustainable transport corridors are planned along key routes, including south of Coventry, west of Warwick, and south of Leamington. Cycle and bus infrastructure must follow national design guidance, and high frequency means a bus every 15 minutes or a train every 30 minutes at peak times.

The human version (we wrote this, not the council)This section sets out the electric vehicle infrastructure policy in full and its evidence. New public car parks near the strategic road network must include rapid or ultra-rapid chargers, well lit and clearly signed. The justification cites the national ban on new petrol and diesel car sales and a projection that electric vehicles will make up 75% of cars and vans locally by 2035, up from 2.64% in 2024. Requiring passive wiring in all communal spaces avoids costly retrofitting, and accessible charging bays must meet the PAS1899 standard.

The human version (we wrote this, not the council)This section sets out the full Park and Ride policy. Alongside the Stratford-upon-Avon sites, including a possible 500-space facility near the Rosebird Centre, it supports a public transport interchange south of Coventry serving the University of Warwick, a potential 500-space facility linked to the Coventry and Warwick Investment Zone, and sites north of Leamington, west of Warwick and south of Leamington. Development near these areas of search must not obstruct future delivery. Locations were identified with Warwickshire County Council and are at different stages of development.

The human version (we wrote this, not the council)This section introduces the communications infrastructure policies. It draws on the British Standards Institution's Smart City Framework, which describes a smart place as one where physical, digital and human systems are effectively integrated within the built environment. The aim is to deliver sustainable, inclusive and improved outcomes for communities, supporting the strategic objective of providing infrastructure in the right place at the right time.

The human version (we wrote this, not the council)This policy promotes a smart and connected South Warwickshire, using data and digital technology to support economic growth, environmental sustainability and quality of life. It backs efficient infrastructure operation, better service delivery and more coordinated planning across places and services. The policy applies to both urban and rural areas, recognising that high-quality digital connectivity and smart infrastructure help reduce inequalities in access to services and support rural communities.

The human version (we wrote this, not the council)This section sets out the digital connectivity requirements and their justification. Developments must provide full fibre broadband from the earliest stage, install ducting to allow future upgrades without disruption, support open access networks affordable to all users, plan digital infrastructure alongside other utilities, and where appropriate integrate it with energy, transport and environmental systems such as electric vehicle charging. National policy requires planning to support next generation mobile technology and full fibre connections, and the approach follows the Smart City Framework.

The human version (we wrote this, not the council)This section introduces the water infrastructure policies. Water is described as a vital resource supporting people, habitats and ecosystems, and managing it properly, especially given climate change, is central to creating sustainable places. The policies that follow aim to reduce flood risk and steer development to appropriate locations, require measures for efficient water use, and ensure developments are accompanied by the necessary water infrastructure.

The human version (we wrote this, not the council)This policy directs development to areas of lowest flood risk and requires that it does not increase flood risk elsewhere, allowing for climate change over the development's lifetime. Proposals must take a sequential approach to choosing and laying out sites, considering flooding from rivers, surface water, groundwater and sewers, informed by the Strategic Flood Risk Assessment. Flood management must be built in from the earliest design stages, and a site-specific Flood Risk Assessment is required, with hydraulic modelling where existing flood information is inadequate.

The human version (we wrote this, not the council)This section gives the full flood risk policy and its reasoning. On sites at risk, buildings must sit in the safest areas, safe access must be shown, and floor levels must be at least 600mm above the 1% annual probability flood level plus climate change allowance. All development needs a drainage strategy, an undeveloped buffer of at least 8 metres along watercourses, and space for water through green and blue infrastructure. South Warwickshire has a history of flooding from multiple sources, and climate change is expected to make floods more frequent and severe.

The human version (we wrote this, not the council)This section sets out water efficiency rules for new development. South Warwickshire is classed as an area of serious water stress, so new homes must be designed to use no more than 100 litres of water per person per day. Homes with gardens must have a water butt of at least 200 litres. Non-residential buildings over 1,000 square metres must meet the BREEAM Excellent water standard and assess options for reusing rainwater or greywater. Extensions, changes of use and farm irrigation reservoirs are also covered.

The human version (we wrote this, not the council)This policy requires developers to show that enough water supply and sewerage capacity exists, or will be provided, before new development is occupied. Applicants must consult the water company, keep surface water and foul drainage separate, and avoid harming water quality in rivers or groundwater. Major schemes need an Outline Foul Drainage Strategy showing connections, upgrades and phasing. Development near sewage works must assess odour, noise and similar impacts. New or upgraded water infrastructure will be supported where its impacts are acceptable.

The human version (we wrote this, not the council)This section explains how the water and wastewater policy will work in practice. Severn Trent Water is the water and sewerage company for South Warwickshire, and developers are urged to engage with it early because a right to connect does not guarantee that capacity exists. Any needed upgrades will be secured through planning conditions or legal agreements. Connecting surface water to foul sewers is unacceptable unless approved and no other viable option exists. A possible law change would remove the automatic right to connect surface water to public sewers.

The human version (we wrote this, not the council)This section introduces the green and blue infrastructure chapter. Green infrastructure means natural, cultivated or designed assets such as trees, woodlands, hedgerows and open spaces. Blue infrastructure means water features such as rivers, streams, wetlands, ponds and canals, and some features, like floodplains, can be both. The policies here support strategic objectives including timely infrastructure, attractive places, better quality of life, connecting people to places and protecting environmental assets.