Infrastructure & utilities

The human version (we wrote this, not the council)This section explains the purpose of the community facilities policy: making sure communities can reach the services, facilities and social infrastructure they need. It describes how the policy will be delivered through the detailed Chapter 7 rules on infrastructure delivery, health impact assessment, community, sport and leisure facilities, food growing and fast food outlets, alongside wider policies on design, transport, biodiversity and flooding, so facilities are accessible and support healthy, inclusive communities.

The human version (we wrote this, not the council)This policy requires communities to have access to health, education, and social, cultural and community facilities, from GP surgeries to schools, libraries and meeting spaces. Major developments must show how they support healthy, inclusive communities and provide new or improved facilities on site or through financial contributions. Existing facilities are protected: they can only be lost if equivalent or better provision is made, or the facility is shown to be no longer needed or viable. Locating services together, especially in town centres, is supported.

The human version (we wrote this, not the council)This section explains the purpose of the natural environment policy: conserving and enhancing Buckinghamshire's biodiversity, landscapes, water and green spaces while strengthening resilience to climate change. It sets out how delivery will run through the detailed Chapter 7 policies on matters such as water quality, biodiversity gain, green infrastructure, trees, protected sites, Green Belt, landscape character, flood risk and drainage.

The human version (we wrote this, not the council)This section explains the purpose of the healthy communities policy: promoting healthy, inclusive and safe places and helping to reduce health inequalities across Buckinghamshire. It describes how delivery will work through the detailed Chapter 7 policies on health impact assessment, community and sports facilities, food growing and fast food outlets, plus wider rules on design, transport, green infrastructure and environmental quality.

The human version (we wrote this, not the council)This allocation covers a 529.7-hectare site north of Aylesbury for around 9,080 homes, with 3,650 delivered in the plan period, plus 15 Gypsy and Traveller pitches and 3,500 sqm of town centre uses. It requires four primary schools, a secondary school, healthcare facilities and the Northeast Aylesbury Link Road connecting the A413 and A418. Development must avoid the highest flood risk areas near the River Thame, keep green gaps to prevent merging with Bierton, and follow a site-wide masterplan and phasing strategy.

The human version (we wrote this, not the council)This allocation sets out a 342.1-hectare site next to Cheddington, near Leighton Buzzard, for a minimum of 5,090 homes, with 3,650 expected in the plan period, plus 12 Gypsy and Traveller pitches and 3,500 sqm of town centre uses. Requirements include three primary schools, a secondary school, the Horton Bypass and a new railway bridge at Station Road. Development must protect the setting of Mentmore Towers and the Grand Union Canal, reuse the former railway line as a green corridor, and follow a site-wide masterplan.

The human version (we wrote this, not the council)This allocation covers a 293.6-hectare site adjoining Haddenham for a minimum of 6,610 homes, with around 3,545 in the plan period, plus 7 Gypsy and Traveller pitches and 3,500 sqm of town centre uses. It requires three primary schools, a secondary school, improved access to Haddenham and Thame Parkway station and better bus services. Development must integrate Snakemoor Nature Reserve, protect Haddenham Conservation Area, and manage odour and other impacts from the nearby wastewater treatment works. A site-wide masterplan is required.

The human version (we wrote this, not the council)This allocation sets out a 217.5-hectare site south-west of Buckingham for a minimum of 4,700 homes, with around 2,235 in the plan period, plus 10 Gypsy and Traveller pitches, about 1.7 hectares of employment land and around 2,000 sqm of town centre uses. It requires three primary schools, a secondary school and the Buckingham South Spine Road linking the A413 to the A421. Development must protect the setting of Gawcott Conservation Area with a green buffer, manage flood risk around the River Great Ouse and Padbury Brook, and follow a site-wide masterplan.

The human version (we wrote this, not the council)This allocation covers a 177.2-hectare urban extension to Princes Risborough delivering up to 2,895 homes within the plan period, plus 11 Gypsy and Traveller pitches and a local centre with 300 to 400 sqm of shops and around 500 sqm of business space. A central requirement is the Princes Risborough Relief Road, a complete new alternative route to the A4010. The site must also provide two primary schools, contributions to secondary education, a green corridor along the Crowbrook, and keep a gap between the town and Longwick.

The human version (we wrote this, not the council)This allocation sets out a 103.2-hectare site south of Stoke Mandeville for a minimum of 1,650 homes within the plan period, plus around 1,500 sqm of town centre uses. Higher densities are focused near the railway station, which will be enhanced as a transport hub with a new pedestrian and cycle crossing of the railway. Requirements include a primary school, the South Spine Road, buffers along the HS2 corridor, protection of the setting of Stoke House, and a site-wide masterplan and phasing strategy.

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 allocation covers a 411.4-hectare site around Winslow for a minimum of 9,370 homes, with 3,650 in the plan period, plus 15 Gypsy and Traveller pitches, around 16 hectares of employment land and 3,500 sqm of town centre uses. It requires four primary schools, two secondary schools, new link roads and integration with East West Rail, whose safeguarded land must not be built on. Green gaps must prevent merging with Great Horwood. The employment land targets high-value sectors, helped by the new station and the Oxford to Cambridge growth corridor.

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 allocation sets out a 143-hectare site east of Brackley, next to the county boundary, for around 2,890 homes, plus 5 Gypsy and Traveller pitches, about 2 hectares of employment land and 2,500 sqm of town centre uses. It requires two primary schools, contributions to secondary education, improvements to the A422 corridor and buffers to HS2, Ancient Woodland and the sewage treatment works. Development must conserve the setting of Turweston Conservation Area and manage flood risk from the River Great Ouse.

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 allocation creates a new settlement on a 381.6-hectare site in north Buckinghamshire, next to the Milton Keynes boundary. It will deliver a minimum of 8,230 homes, with around 3,200 in the plan period to 2045 and the rest beyond, plus 15 Gypsy and Traveller pitches and around 2,500 sqm of town centre uses. Requirements include four primary schools, two secondary schools, the Whaddon Bypass and a spine road network. Green gaps must keep Beachampton, Nash and Whaddon separate, and Ancient Woodland must be protected with buffers.

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.