Transport & travel

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 explains the evidence behind the sport and leisure policy. The Playing Pitch Strategy and Built Facilities Strategy inform decisions on protecting and providing facilities. Sport England's calculators estimate how many pitches and buildings a new development's population would need and the associated costs. Where a scheme is too small to justify a whole new pitch or facility, a contribution towards improving an existing site is recommended instead. The approach follows national planning policy on access to sport for health and wellbeing.

The human version (we wrote this, not the council)This section explains which buildings count as community facilities and how any loss must be justified. The list includes local convenience stores, community halls, pubs, libraries, places of worship, local health facilities and nurseries, though it is not exhaustive. Applicants seeking to close a facility must supply at least two years of audited accounts, show they explored ways to improve viability, and normally provide five years of maintenance evidence. A marketing statement must set out the asking price, any price changes and all offers received.

The human version (we wrote this, not the council)This policy supports the provision, improvement and protection of arts and cultural facilities and creative industries. Proposals must suit the character of the area, avoid harm to residents, public safety and neighbouring uses, and consider access by all forms of transport. Temporary arts uses of vacant sites are supported in principle. Losing an existing arts or cultural facility will be resisted unless it is shown to be unviable, replaced with an improved offer, clearly beneficial to remove, or offset by a contribution to another local venue.

The human version (we wrote this, not the council)This section explains the arts and culture policy. It applies the agent of change principle, meaning whoever introduces new development near an existing venue is responsible for managing its impact on that venue. Arts and cultural facilities include performing and visual arts studios, creative workspaces, museums, theatres, cinemas and music venues. The plan notes that arts and culture are important to the local economy and identity, and supports temporary use of empty buildings for pop-up exhibitions and performances.

The human version (we wrote this, not the council)This policy sets detailed requirements for different types of large renewable energy scheme. Solar farms on brownfield land are supported where contamination is addressed and impacts such as glint, glare and noise are avoided. On greenfield land, developers must justify the site, avoid prominent ridgelines and high-value habitats, keep hedgerows and show the best farmland is not needed for food production. Solar is also supported on former quarries, capped landfill, marginal land, transport corridors and car park canopies. Wind energy should go on brownfield or lower-grade agricultural land.

The human version (we wrote this, not the council)This section continues the detailed renewable energy requirements. Wind schemes on the best farmland need a sequential site assessment and must allow farming to continue on most of the site. Battery storage must show fire safety measures and should sit near substations or grid nodes. Major developments must be heat network ready where a district heat network exists or is planned. Farm bioenergy must use genuine waste rather than energy crops, and hydrogen, hydro and carbon capture schemes each have their own safety and location tests.

The human version (we wrote this, not the council)This section explains how the employment site protection policy works in practice. Marketing must run for at least 12 months, followed by a further 6 months at a lower price if no interest emerges. Decisions on changes of use will consider alternative employment sites nearby, effects on neighbouring uses and town centres, and demand for other non-residential uses. The policy is informed by the South Warwickshire Affordable Business Study (2026) and follows national policy on supporting economic growth.

The human version (we wrote this, not the council)This section explains why affordable workspace is needed. Over 80% of firms in South Warwickshire are micro-businesses with fewer than 10 employees, and these are most exposed to rising property costs. The South Warwickshire Affordable Business Study (2026) found a constrained supply of quality office and industrial space, affordability pressures for small firms and start-ups, and limited new development because of viability. Viability testing suggested large industrial sites could deliver 10% affordable workspace at 60% of market rents.

The human version (we wrote this, not the council)This section introduces the policies on employment and road freight. It notes that employment sites can harm the road network when transport is not considered from the earliest stage, and that growing demand for large-scale storage and logistics sites has brought a matching increase in road freight traffic. The policies support strategic objectives on jobs and economic growth, net zero carbon and connecting people to places.

The human version (we wrote this, not the council)This policy requires new employment development to improve sustainable transport access to the site, allowing access for all users including pedestrians and cyclists where possible. It asks developments to reduce the carbon impact of freight and work-related vehicle movements. Using electric vehicles for freight, including last-mile deliveries, and building the infrastructure to support them will be supported.

The human version (we wrote this, not the council)This section introduces the plan's approach to employment and road freight. It notes that employment sites can harm the road network if transport is not considered early, and that rising demand for large storage and logistics sites has increased lorry traffic. Policy EC.7 asks new employment development to improve sustainable transport access, cut freight carbon and support electric freight vehicles. Schemes that significantly increase freight movements must provide lorry parking, large developments need Travel Plans and transport assessments, and freight vehicles should avoid residential areas wherever possible.

The human version (we wrote this, not the council)This section sets out the full specialised housing policy and its evidence. It includes affordable housing rules for older persons' schemes: 37% for retirement or sheltered housing and 21% for extra care housing, both subject to viability, with none required from care and nursing homes. It describes the main types of older persons' housing, from age-restricted market homes through to nursing homes. The over-65 population is projected to grow 53% in Stratford-on-Avon and 43% in Warwick by 2050, creating a need for around 3,592 housing-with-support units, 1,361 housing-with-care units and 1,707 care bedspaces.

The human version (we wrote this, not the council)This section explains how the criteria for new traveller sites will be applied. Because few sites will meet every criterion, a best-fit approach will be used. Private sites should have no more than 15 pitches, though larger public sites may be acceptable where good management is shown. The councils will explore a negotiated stopping approach to unauthorised encampments, likely alongside other Warwickshire authorities, and an 8-bay transit site with a Traveller support hub is planned at Harbury Lane. It also notes that Travelling Showpeople traditionally live and store their equipment on the same yard.

The human version (we wrote this, not the council)This section sets out the reasoning behind the design standards for traveller sites. Applications must include a layout plan showing the site can accommodate the pitches or plots proposed. Shared family sites may have a communal amenity building to help combat loneliness, while multi-family sites need individual buildings. Travelling Showpeople yards must keep living areas separate from equipment storage and maintenance areas. High design standards are considered essential given the number of pitches needed, so that new homes are safe, well integrated and support residents' health and wellbeing.

The human version (we wrote this, not the council)This policy sets rules for permanent residential moorings for people living on boats. In built-up areas, moorings must not harm navigation or safety, must maintain the character and biodiversity of the waterway, and need good walking, cycling and public transport access, safe vehicle access, well-designed parking and proper utilities including water, electricity, sewage disposal and laundry facilities. In open countryside, permanent moorings are only allowed within recreational mooring basins, where at least 50% of existing leisure moorings must be kept and external lighting limited to what safety requires.

The human version (we wrote this, not the council)This section explains the boat dweller policy. The Housing and Planning Act 2016 requires councils to consider the needs of people living on inland waterways. An assessment identified a need for 35 permanent residential moorings across the two districts to 2050, but a local marina has since secured a certificate confirming no limit on its permanent moorings, providing enough supply to meet that need. The policy therefore acts as a framework for judging any future proposals as boat dwelling continues to evolve.

The human version (we wrote this, not the council)This section sets out the detailed rules for self-build schemes. Plots should come in clusters of around 5 to 9, with Design Codes and Plot Passports setting the design rules for multi-plot sites. Plots must first be offered to people with a local connection through living, working or close family in South Warwickshire, with an exemption for current and recent armed forces members. Plots must be fully serviced and marketed at a fair, independently valued price for at least 12 months; unsold plots may then become open market homes. Guidance also covers phasing and Community Infrastructure Levy exemptions.

The human version (we wrote this, not the council)This policy sets tests for student accommodation and houses in multiple occupation (HMOs), homes shared by several separate residents. Proposals must offer safe living conditions and not significantly harm neighbours. HMOs must not exceed 10% of homes within a 100 metre radius, must be within a 400 metre walk of a bus stop with at least hourly peak services, and must not leave an ordinary home sandwiched between two HMOs or create a run of three or more. Screened bin storage is required. Exceptions apply on the University of Warwick and Warwickshire College campuses and some mixed-use main roads.

The human version (we wrote this, not the council)This policy states that South Warwickshire's historic environment should be conserved and, where appropriate, enhanced for its own value, for residents and visitors, and for its contribution to sense of place and the local economy. Development affecting heritage assets must be high quality and sensitively designed. The policy covers designated assets such as listed buildings, conservation areas, registered parks and gardens, battlefields and scheduled monuments, plus locally listed assets, designed landscapes, archaeological remains, and historic transport networks including canals and railways.

The human version (we wrote this, not the council)This policy controls advertisements so they do not compromise amenity or highway safety. Adverts will be refused where their size, design, colour, materials or illumination would unduly harm a building's character or setting, with externally lit signs preferred, especially in conservation areas. Signage should be kept to a minimum, and digital displays and internally illuminated signs are discouraged in conservation areas and near listed buildings. Unacceptable safety impacts include blocking safety cameras, reducing natural surveillance or distracting road users.

The human version (we wrote this, not the council)This section sets out how advertisements will be controlled so they do not harm local character or highway safety. Adverts must not be excessive in size, design, colour, materials or illumination, and externally illuminated signs are preferred, especially in Conservation Areas. Digital displays and internally lit signs are discouraged near listed buildings and in Conservation Areas. Adverts should sit within the premises they relate to and must not obscure views, safety cameras or road signs, or distract drivers.

The human version (we wrote this, not the council)This section introduces the roads and parking policies, which support the plan's aims of creating attractive places, improving quality of life and connecting people to places. It notes that car ownership and use are high in South Warwickshire because the area is rural and affluent. Too much parking can encourage more driving and discourage walking, cycling and public transport. The policies aim to balance these pressures while still providing enough off-road parking, particularly in town centres.

The human version (we wrote this, not the council)This policy requires new developments to provide convenient and adequate on-site parking, including visitor, disabled and parent-and-child spaces, plus motorcycle and cycle parking. Parking levels should encourage public transport and active travel, with a more flexible approach in town centres. Less off-street parking is acceptable within 1km of a railway station in the main urban areas, or within 500m in other settlements. Published parking standards and design guidance will apply, and multistorey car parks are supported where they suit the area's character.

The human version (we wrote this, not the council)This section explains the reasoning behind the parking policy. National policy says parking standards should reflect how accessible a site is, public transport options, car ownership and the need for electric vehicle charging. Detailed standards sit in separate Technical Guidance, and anyone departing from them must justify it with a parking survey. Lower car parking may be justified in Leamington, Warwick and Kenilworth town centres, with zones applying in Stratford-upon-Avon. Parking approved through planning does not guarantee on-street parking or resident permits.

The human version (we wrote this, not the council)This policy requires developments to show they will not compromise road safety, including during construction, with any impacts on the road network properly mitigated. Schemes generating significant travel in sensitive locations, or where crash data shows concerns, must follow the Safe System Approach, supporting Warwickshire's Vision Zero ambition. Designs must prioritise pedestrians, cyclists and public transport users in line with national guidance, and cycleways would normally have priority across side roads. Independent Road Safety Audits may be required.

The human version (we wrote this, not the council)This section sets out road safety requirements and the reasoning behind them. In urban areas, residential streets should be designed for 20mph, with continuous footpaths and cycleways connecting to the surrounding network. In rural areas, new accesses need good visibility and speed reduction where necessary, with the needs of horse riders and farm vehicles considered. Warwickshire County Council aims to cut deaths and serious injuries on its roads by 50% by 2030, working towards zero by 2050.

The human version (we wrote this, not the council)This section describes the proposed Hatton New Community, a 262-hectare new settlement delivering at least 4,558 homes, with 4,000 built by 2050 and up to 5,250 possible. It includes two primary schools, a secondary school, a district centre, three neighbourhood centres, 2 hectares of employment land and at least 25 hectares of open space. Development runs in three phases from 2032/33 to 2056/7, with a new spine road bridging the railway and canal, major upgrades to Hatton Station, and a minimum density of 40 homes per hectare.

The human version (we wrote this, not the council)This section covers the Long Marston Airfield New Community, a 697-hectare site for at least 10,300 homes, with a minimum of 4,500 built by 2050. It also provides 15 hectares of employment land, 21 Gypsy and Traveller pitches, four primary schools, a secondary school with land reserved for a second, a district centre, three local centres and a new country park. Early phases of 500 homes can start first, but wider development depends on the Stratford-upon-Avon Bypass opening, expected in 2035. Land is safeguarded for a railway station.

The human version (we wrote this, not the council)This section sets out proposal BID.1, a mixed-use urban extension north and east of Bidford-on-Avon delivering at least 2,225 homes between 2033 and 2050 across around 221 hectares. It includes two primary schools, land for a secondary school, an early years facility, a local centre, 11 hectares of employment land and 8 Gypsy and Traveller pitches. A new link road with a bridge over the River Avon will cut traffic through the village centre, and open space will keep a green gap between Bidford and neighbouring Broom.