The human version (we wrote this, not the council)This policy protects the gaps between settlements so that towns and villages keep their separate identities. Development that would erode a gap's function will be refused unless no reasonable alternative site exists outside it. Schemes must preserve openness and the sense of leaving one place before entering another, avoid urbanising features such as lighting and access roads, and be assessed alongside other development for cumulative effects. It also designates Areas of Restraint, shown on the Policies Map, where the open character of land must not be harmed.
Transport & travel
Roads, rail, buses, walking and cycling, parking, EV charging and major schemes such as East West Rail and HS2.
224 sections of the plan, in document order.
The human version (we wrote this, not the council)This section gives the full well-designed places policy and guidance on applying it. Beyond context, identity, built form and movement, schemes must weave in natural features, create safe and welcoming public spaces, provide healthy living conditions with good light, storage and accessibility, and use resources efficiently with long-term stewardship planned. Design Statements should tell the design story and show how talks with parish councils, police, heritage bodies and county services shaped the scheme. National policy says permission should be refused for poor design.
The human version (we wrote this, not the council)This policy requires new development to provide waste and recycling facilities in line with the council's 2024 storage and collection guidance, sited so they are easy to access and do not harm the street scene or block sight lines. Development should reduce waste by reusing materials, enabling on-site sorting, using modern construction methods such as prefabricated and modular building, and providing proper storage for kerbside collection and composting. Major schemes must submit a Site Waste Management Plan including a Circular Economy Statement, and developers should consider extracting usable minerals from a site before building.
The human version (we wrote this, not the council)This section sets out the full densification policy and its reasoning. Major housing schemes in Main Urban Areas within 1km of a railway station must achieve at least 60 dwellings per hectare unless robustly justified otherwise, and schemes near stations elsewhere must show density has been optimised. Reusing redundant buildings, converting upper floors, infill plots and adding storeys are all supported. The policy also backs Advanced Methods of Construction, such as modular building, for their speed and sustainability, provided designs follow an agreed Design Code.
The human version (we wrote this, not the council)This policy governs the design and layout of residential development, requiring all schemes, including extensions, to meet the Design Criteria in Appendix 1. Development must not harm an area's character through tandem or backland building, poor access, excessive traffic or layouts out of keeping with plot sizes and street patterns. Tall buildings, meaning four or more storeys, over 12 metres, or substantially taller than neighbours, will be refused unless strict criteria are met. Converting a house into flats normally needs three or more bedrooms, and all homes must meet or exceed national internal space standards.
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 policy protects the district's heritage, including 352 listed buildings, 22 Conservation Areas, Scheduled Monuments, registered parks and gardens, and locally important buildings. Applications affecting a designated heritage asset must include a Heritage Statement explaining the asset's significance and the proposal's impact. Substantial harm to or loss of listed buildings and other designated assets will be refused unless substantial public benefits outweigh the harm. In Conservation Areas, development must preserve or enhance character and appearance, with strict tests for demolition, and reuse of historic buildings to help tackle climate change is supported where significance is not harmed.
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 sets out the retail hierarchy and centre allocations. Rickmansworth Town Centre is the principal shopping and service centre, serving the whole district. South Oxhey, Abbots Langley and Chorleywood are district centres, while Croxley Green (Watford Road and New Road) and Mill End (Money Hill Parade) are local centres, with smaller parades serving day-to-day needs. New retail development will be directed to the primary shopping areas of the town and district centres first. The boundaries of these centres are set out in the allocations.
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 policy controls adverts, signs and shop fronts. They must not harm the character of an area or building through poor size, design, colour or materials, and must not put pedestrians or road users at risk. Flashing signs and lighting that causes light pollution for nearby homes or wildlife are not allowed. Signs should normally sit within the premises they relate to, avoid adding to clutter, and respect listed buildings, conservation areas and other heritage assets.
The human version (we wrote this, not the council)This policy protects a corridor of land for a proposed western bypass of Stratford-upon-Avon, running between the A3400 Shipston Road and the A46 Alcester Road. The bypass is needed to deliver the new community at Long Marston Airfield and development south of the town. The route would cross the B439 Evesham Road, join the B3462 Campden Road south of Clifford Chambers, and cross the Stratford greenway at a height that keeps open its possible future reinstatement as a railway. Development in the corridor must not hinder the scheme.
The human version (we wrote this, not the council)This section explains why the Stratford-upon-Avon bypass corridor is protected. Traffic modelling shows there is not enough highway capacity for further significant development south of the town, with constraints including the historic Clopton Bridge. A bypass would add capacity and bring environmental and public realm benefits to the historic town centre. Because the scheme is at an early stage, the corridor is a broad area of search rather than a fixed route, protecting delivery without unnecessarily sterilising land.
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 policy requires development to prioritise walking, cycling and public transport to encourage a shift away from private car use, with sustainable transport made inclusive and accessible to all. Proposals must be in sustainable locations that minimise travel distances and maximise sustainable travel, with safe and convenient links that integrate with existing networks. They must be backed by transport evidence, such as Transport Statements or Assessments and Travel Plans, demonstrating that opportunities for sustainable transport are delivered.
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 introduces the transport chapter. It explains that good road, rail, bus, walking, cycling and digital links are vital to the district's economy, environment and social wellbeing. Car ownership in Three Rivers is high, traffic is forecast to grow by 15.6% by 2031, and there are existing congestion problems. The plan aims to put new development where people can realistically use public transport, walking and cycling, working with Hertfordshire County Council, National Highways and other transport providers.
The human version (we wrote this, not the council)This policy requires new development to be located where sustainable travel is realistic. Schemes must support walking, cycling and public transport, with safe direct routes, secure cycle parking and good access for buses. Developments generating significant traffic must provide a Transport Assessment or Statement and a Travel Plan showing how impacts will be managed. Improvements will be delivered directly or funded through Section 106 agreements or the Community Infrastructure Levy, which are payments developers make towards infrastructure. Moving freight from road to rail or canal is supported in principle.
The human version (we wrote this, not the council)This policy requires electric vehicle charging infrastructure that exceeds national minimum standards. Delivery is prioritised in public car parks and in areas of terraced or social housing where home charging is not possible, with access for all tenures. Housing schemes with communal or unallocated parking must provide active charging points for at least 20% of unallocated spaces, with all remaining spaces wired for future connection. Non-residential developments with 10 or more spaces must provide charging appropriate to the use, going beyond Building Regulations requirements.
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 policy supports Park and Ride facilities in identified locations, provided proposals are backed by a strategic case, feasibility work and demand assessment. At Stratford-upon-Avon, it supports reconfiguring the existing Park and Ride to enable development consistent with Proposal STR.1, keeping its capacity at 700 car parking spaces. Park and Ride lets drivers leave their cars at the edge of town and travel in by bus.
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 policy sets parking rules for new development. Parking must follow the standards in Appendix 3, including zone-based reductions in areas well served by public transport. In major schemes of 10 or more homes, 20% of spaces should be unallocated, supported by a parking management plan. Parking areas must not harm road safety, a building's setting or the character of an area, and need soft landscaping and surfaces that manage rainwater. Electric vehicle charging points are required, and car clubs are supported in suitable locations.
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 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.