No

ID sylw: 107614

Derbyniwyd: 26/02/2025

Ymatebydd: Rebecca Brown

I am writing to formally object to the proposed development in Hatton and South of Kingswood, based on significant concerns regarding the lack of infrastructure for such oversized development of 8000+ homes and the inevitable over-reliance on private vehicles that such a developments would create.
For development to be viable and sustainable, it must be infrastructure-led, not housing-led. Without major investment in transport links, road capacity, schools, healthcare, and essential services, this proposal is unfit for approval and will create more long-term problems than benefits.

I strongly urge the council to reject this development in its current form and focus on infrastructure-first solutions that genuinely support balanced, sustainable growth.

No

ID sylw: 107641

Derbyniwyd: 03/03/2025

Ymatebydd: Clare Sawdon

All the sites in the South Warwickshire Plan are greenfield sites and if allowed to
happen will result in a loss of natural habitat. The particular site which I am objecting
to is Site B1 which contains a conservation area, a historic woodland and is home to
a wide variety of animals and plants which add to its being a special place.
As the years move on there is an increasing need for us as a nation to grow our own
food and be more self sufficient, the loss of agricultural land including a dairy herd,
must be fought at all levels.
The area is not suitable due to it’s very poor transport infrastructure, the main artery
road, Hockley Road is dangerous and could not sustain more traffic entering and
exiting it. The argument that people will and can use Hatton Station is very flawed
and is irrelevant.
I would hope that this site is rejected at the first hurdle as being totally unsustainable
as a South Warwickshire site for a new town of Hatton which would be as large as
neighbouring Kenilworth without the charm.

No

ID sylw: 107646

Derbyniwyd: 05/03/2025

Ymatebydd: Mr A Burrows

I disagree with the idea of using the Chiltern Rail corridor for development of a new settlement. The principle of using the rail corridor at this particular location is completely flawed.

This is not a viable public transport option for the majority of occupants of any new homes as areas of employment are not accessible by train.

A large proportion of new residents will be employed at significant distances from Hatton at locations such as Coventry, Northampton, North Birmingham etc., all locations difficult to reach by rail. The idea that residents will use the trains is simply not credible, particularly when many will, by then, have electric non-polluting cars which they will undoubtedly use in preference to diesel trains.

Chiltern Rail will not be able to upgrade the railway line, reschedule trains or re-signal the tracks, due to engineering issues and prohibitive costs.

The new and upgraded Infrastructure that will be required for such a new settlement would have to be on a huge scale and will completely destroy the character of the area. The proposed area for development would be too small for the size of population being proposed and result in far too great a population density. This would result in a population size similar to the town of Kenilworth but in a much smaller geographic area.

The sustainability assessment notes many problems with transport infrastructure but goes on to grade site B1 as Amber. This cannot be correct. The site must be graded Red. This assessment was a desk top exercise only, with no robust tests, which means this is a significant weakness in the proposal.

The proposed local plan has a disproportionate distribution of development across South Warwickshire. Warwick District Council is a quarter of the size of Stratford on Avon DC but is required to take half of the developments.

This proposed new settlement does not accord with the Warwick District Councils aims of a good place to live or with the aims of the Environment Bill.

Other

ID sylw: 107677

Derbyniwyd: 26/02/2025

Ymatebydd: Shakespeare Line Rail User Group

For new developments at either of these sites to be supported and move forward, the SWLP must robustly require investment in rail infrastructure.

This investment is not just a support mechanism; it is essential for creating a sustainable living environment and effectively managing future growth while steadfastly protecting the communities affected and the environment.

The South Warwickshire Local Plan must resolutely prioritise securing investment in rail for each of these developments to ensure there is no diminution in existing services while crucially enable a dynamic and interconnected future.

Sustainable living environments are imperative for managing future growth and safeguarding our communities and the environment. We will not accept and thus will oppose either of these developments if they are promoted and pursued without a strong commitment to enhancing rail infrastructure.

Rail systems are critical for reducing traffic congestion, lowering carbon emissions, and providing efficient transportation options. Without this commitment, the SWLP will undermine its vision and strategic objectives, seriously impair sustainability goals and jeopardise the wellbeing of the communities within the SWLP area.

Without investment in the rail infrastructure (which must include both capital infrastructure and services) the two areas defined as B1 and BW are opposed.

No

ID sylw: 107770

Derbyniwyd: 04/02/2025

Ymatebydd: Mr Philip Southwell

The development of the Land at Hatton B1 and also the development of the area
designated SG07 will have a significant adverse effect on the area which will also extend to
neighbouring areas due to the impact of traffic both on local roads and nearby A roads and
motorways. 

There has been a considerable increase in traffic on the A4177 over the last 15 years and this
road is quite unsuitable for such a volume increase particularly with HGVs.
Clearly the developments will decimate the green belt areas and farmland with unacceptable
effect on the environment so vital for everyone's mental health and life enjoyment. 
The developments will create significant impact on local schools doctors and dentists practices
which are already having difficulty in coping with recent housing developments and as I
understand it schools are also currently able to cope with local demand.

Planners and developers need to have more regard to all local relevant factors and have respect
for the area and ensure developments are merely about numbers and ensure maintaining a
good quality of life for all.

No

ID sylw: 107928

Derbyniwyd: 06/03/2025

Ymatebydd: Hancock Town Planning

We consider that the planning authority's view that new settlements are the most sustainable form of development and the most efficient way of funding new infrastructure is flawed.

The planning authority needs to accept that the traditional understanding of what constitutes the most sustainable pattern of development have changed. Warwick residents no longer commute five days a week to Birmingham or London. Many work from home for the majority of the week.

The advent of the Community Infrastructure (CIL) means that the cost of infrastructure can be pooled across may smaller sites. The 'infrastructure argument associated with new settlements is therefore significantly reduced.

A further disadvantage of new settlements is that they result in such opposition causing extreme upset to local residents. As a result, they will undoubtedly be the subject of legal challenge, great political difficulty and delay in delivery.

Any development at Hatton would have to fund a by-pass of Claverdon. This would undoubtedly be very time-consuming and costly - probably involving the use of compulsory purchase powers. Such a by-pass would result in great carbon footprint and waste of materials not required by other development proposals.

In addition, if the new settlement is predicated on proximity to Hatton rail station, then Station Road is currently unsuitable to accommodate a significant increase in vehicles. Extensive new parking would also have to be provided.

No

ID sylw: 107977

Derbyniwyd: 15/02/2025

Ymatebydd: Jayne Tullett

Impact on wildlife inc endangered species (Ebbsfeast Kent). Possible historical interest ie roman artefacts.Amount of hedges and ditches to be removed causing added issues to an existing problem of localised flooding especially in the neighbouring village of Aston Cantlow affecting local small businesses including a holiday park.
Block paving drives and inadequate drainage would also add to this problem.
Safety:
Lack of fully manned fire and police stations.
Warwick Hospital is already at times over stretched without added number of new residents.
Number of doctors, dentists
Primary and Secondary schools.
Jobs locally
Transport train only as far as Stratford on Avon one way and from Bearley only single track to Hatton.

No

ID sylw: 108047

Derbyniwyd: 03/03/2025

Ymatebydd: Mr Richard Cribb

Hatton Parish will be destroyed by the proposed residential development. Once the Green-Belt land is lost, it is gone forever. The very essence of why people would want to move here will be so badly damaged it becomes pointless. In addition, if the development is approved this would set a dangerous precedent for more Green Belt land to be lost. Future developers may cite this case to justify similar projects, leading to cumulative harm.

No

ID sylw: 108127

Derbyniwyd: 07/03/2025

Ymatebydd: Evelyn Gould

No

No

ID sylw: 108138

Derbyniwyd: 07/03/2025

Ymatebydd: Peter Northwood

No

No

ID sylw: 108508

Derbyniwyd: 03/03/2025

Ymatebydd: Mrs. Elizabeth Rochford

There is no infrastructure to support a new settlement in Hatton and I am very concerned this has been ignored.
Transportation –
Hatton Station is small and unable to be extended and is already fully utilised. Very few trains now stop at Hatton and therefor any rail commuters would have to travel to Warwick Parkway, which was purposely built for Hatton Park development.
There is no Public Transport for Hatton or Hatton Park, the limited bus service was removed several years ago. The result is that the majority of homes are two car owners due to necessity.
Our Warwick hospital is already at breaking point, how would it cope with the addition of 16,000 resident’s and their hospital demands.
Our fire service and ambulances have difficulty in accessing properties during any development construction but for a new settlement this will exasperated by road closures.
The impact on wildlife would be devastating, our natural world is in crisis, over the last 70 years wildlife and wild landscapes have suffered huge declines. This proposed development would see further decline in habitat when what we should be doing is trying to reverse the decline not increase it.
The land is in Greenbelt and looking at the plan for all the sites under consideration, there is sufficient non-greenbelt land available for development. The government has stated that Greenbelt land should only be used where there is no alternative as this is not the case for B1 it should be dismissed as a possible new settlement.

No

ID sylw: 108673

Derbyniwyd: 07/03/2025

Ymatebydd: CLLR Peter Phillips

1. Site B1 would completely subsume the villages of Hatton, Hatton Green, and Hatton Park, destroying their identify as separate and distinct communities. When combined with the proposal for SG07, this would create an urban sprawl to the West of Warwick, and would break the fundamental principle of the Green Belt of acting as a buffer zone, preventing uncontrolled expansion of cities and towns into surrounding areas.
It is not just inappropriate development in the Green Belt, but excessively so and is in contradiction to SO1 and SO5, both of which would not be met by such a large development in the countryside

2. The largest part of the land is used for agricultural, which would be lost. This will help increase our dependence on imported food products. This fails SO5, as our natural resources would be lost.

3. The existing road network is completely unable to handle the volume of the traffic that would be generated by approximately 8,000 houses. To be able to cope, significant public investment in new roads within a confined area, including possibly a new motorway junction, will be required.

4. The proposal puts great emphasis on the fact that Hatton has a station. Substantial public money will be required to improve the station, if it can even be extended which seems far from certain, together with major investment in Chiltern Railway capacity to handle the additional volume of travellers if the use of cars is to be limited. The issue of parking is largely ignored, assuming that people will be happy to walk the 20 minutes to the station, rather than take their car either to Hatton (where this is little land to expand the car parking facility) or to Warwick Parkway. This is particularly so for refid 166 and 693 which are at a considerable distance to the station. To suppose that residents will not use their cars is to fly in the face of all previous evidence when a development is built, remote from a significant public transport infrastructure, which Hatton Station cannot considered to be.

5. There is absolutely no infrastructure in place on the site, and the existing public local services ( NHS, education,etc.) in Warwick are already close to capacity. Without infrastructure being built simultaneously with any housing there is a real concern about how the new community would meet its day-to-day needs.

The same applies to utilities, which would need to be provided from scratch by National Grid, Severn-Trent etc..

There is therefore a significant risk to the new community and its new residents from any potential delays to the provision and opening of the facilities.


For the above reasons I would request that this site is excluded from the local plan.

No

ID sylw: 108774

Derbyniwyd: 06/03/2025

Ymatebydd: Sir Jeremy Wright MP

The classification of Site B1 (Hatton) as ‘more suitable’ is inconsistent with sound planning principles. This site has:

Severe infrastructure constraints – The A4177 corridor and key junctions, including A46 Stanks and M40 Junction 15, are already at or near capacity, with peak congestion and limited scope for expansion. Traffic rerouting through Warwick, Leamington Spa, and rural communities is already a concern, and the consultation provides no clear evidence that necessary upgrades will be deliverable or funded within a viable timeframe.

Green Belt designation – The site’s removal from Green Belt protection lacks clear justification. The NPPF states that Green Belt release should only occur in exceptional circumstances and where no reasonable alternatives exist. This consultation does not provide sufficient evidence to justify this.

Reliance on an inadequate rail link – Hatton Station’s current service level is insufficient to support a major new settlement, requiring a substantial upgrade to at least an hourly (ideally half-hourly) service. However, the consultation provides no confirmed mechanism or funding to ensure these service improvements will be delivered. Concerningly, further work is still required to determine how enhancements would be secured, including whether developers may be expected to subsidise rail operations – an approach with significant feasibility and financial uncertainties.

No

ID sylw: 108805

Derbyniwyd: 06/03/2025

Ymatebydd: Mid Warwickshire Yatch Club

The Mid Warwickshire Yacht Club strongly urges the planning authority to reconsider the proposed development within Plan Area B1. The plan, as it stands, fails to comply with Policy Directions 27, 28, 40, 42, and 44, and it overlooks the critical heritage, recreational, and ecological contributions of Hatton Station Wharf and the MWYC. We call for significant amendments to ensure the preservation of these assets and alignment with the principles outlined in the SWLP.

Other

ID sylw: 108891

Derbyniwyd: 07/03/2025

Ymatebydd: Warwickshire County Council

Minerals and Waste

No objections on mineral sterilisation grounds subject to the exclusion of the land south of the railway line and subject to:
• Minerals Assessment Report (for assessing the possible impact on mineral resources and determining whether prior extraction is achievable),
• Materials Management Report (for assessing the sourcing and use of construction materials including the availability of on-site materials for reuse/recycling),
• Site Waste Management Plan (a plan for reusing/recycling waste on site and avoiding off-site disposal to landfill),
• Soil Management Plan (a plan to manage all soils on site during construction)

Active Travel

The primary active travel route will be to Warwick. There is an existing shared use footway/cycleway that runs adjacent to the A425 Birmingham Road between Hatton Park and Wedgnock Lane on the northern edge of Warwick. This route is narrow and does not meet current design standards. The route currently has uncontrolled crossings over the A46 slip roads which can be difficult to cross, however a scheme to implement toucan crossings on the slip roads is expected to be delivered and will improve the attractiveness of this route. The Grand Union Canal provides a link between the development site and the northern edge of Warwick including Warwick Parkway and has an unbound towpath of varying widths and condition. The Hatton Park to Wedgnock Lane cycle route and canal towpath stop on the northern side of Warwick and cyclists currently need to return to the carriageway to reach destinations to the south of this such as the town centre and other major commercial and employment centres. A network of bridleways provides connections between Hatton Park and Kenilworth, however these routes are of varying condition and do not support year round utility or commuting cycling trips.

The canal towpath would need to be upgraded (widened, surface improvements and lighting) to make it suitable for all year round cycling trips. Consideration would also need to be given to how safety concerns associated with a lack of natural surveillance could be overcome. A connection would also need to be provided to the south to connect to Warwick town centre and provide onward routing to key destinations within the town, however it is unclear how this can be delivered within existing highway constraints.

The existing Birmingham Road cycle route would need to be upgraded to LTN1/20 standards to increase capacity and encourage usage. Ideally this should be a segregated facility with appropriate buffer from the carriageway, however a shared use cycleway/footway may be appropriate given the relatively low numbers of pedestrians anticipated to use it. The route would need to be extended to the north from the Charringworth Drive roundabout junction to the development site. A key challenge here is the extent of the gradient between Hatton Park and Hatton with the road climbing approximately 25m over a distance of 540m which will be challenging for many and likely be a barrier to cycling. Consideration would also need to be given safety aspects associated with the speed cyclists descending this hill would accumulate. A connection would also need to be provided to the south between Wedgnock Lane and Warwick town centre to provide onward routing to key destinations within the town, however it is unclear how this can be delivered within existing highway constraints. The bridleways to Kenilworth would need to be upgraded to support year round cycling trips.

Potentially, however further work would be required to confirm this. It is unclear whether the canal towpath could be upgraded to be suitable for all year round cycling since this is likely to require third party land, impact on ecology and require the support of the Canals and Rivers Trust. It seems unlikely that this would be fully lit or be subject to a winter maintenance regime which would limit its attractiveness for year round trips. Upgrading and extending the Birmingham Road cycle route is also likely to require third party land and the removal of vegetation to create the space required for a LTN1/20 compliant facility. There is not currently a feasible design to provide a direct cycling connection to Warwick town centre from the northern side of the town and this is essential to enable a full range of trips to be completed by active modes. Finally, at 5km Warwick town centre is at the upper end of distance that many would consider reasonable to cycle for regular trips. Key employment destinations at Warwick Technology Park and Heathcote to the south of the town centre are farther away although Department for Transport guidance suggests cycling has the capability to replace car trips of up to 10km in length.

Rail

The site is located near two stations on the Leamington Spa to Birmingham (Chiltern) line, these being Hatton and Warwick Parkway. Train services are principally provided by Chiltern Railways. Warwick Parkway has a half-hourly frequency in each direction between London Marylebone and Birmingham Moor Street/Snow Hill, with some services extended to/from Stourbridge Junction in the peaks. The Birmingham to London services calls at Hatton every two hours. There is also a two-hourly stopping service from Leamington Spa to Birmingham which calls at Hatton and Warwick Parkway. A two-hourly service between Stratford and Leamington Spa calls at Hatton but not Warwick Parkway. The travel time to Birmingham is around 25-30 minutes and to Stratford is around 20 minutes.

The main issue on the rail network in this area is the lack of any substantial capacity to increase service frequencies much beyond their current level, due to a combination of passenger and freight services on the Chiltern Line. As well as those services outlined above there is a Cross Country service each hour which uses the line, but which does not call at any stations between Birmingham and Leamington Spa. The corridor is also heavily used for freight, most notably intermodal services to/from the deep sea ports at Southampton. A potential reconfiguration of some local services is currently being explored by WMRE, looking at how an hourly Birmingham to Leamington Spa and Stratford-upon-Avon to Leamington Spa service could be delivered – both of which would serve Hatton and Warwick Parkway. There is likely to be a need however to provide certain track and signaling improvements at Leamington Spa to allow these services to operate.

Warwick Parkway is very well served in terms of parking, transport interchange and passenger facilities, with scope to develop these further, although the land on the western side of the site which could be used for additional car parking falls within the Green Belt. Further decking could be an option if this were to be an obstacle. Additional active travel provision and bus links from the new settlement site to Warwick Parkway would be an essential requirement if a significant upgrade of Hatton station (in terms of both facilities and service frequency) cannot be delivered.

Hatton station would require substantial upgrading if it were to be the focus of rail provision to support a new settlement option in this area. The station has limited parking and would require expansion. The roads leading to it are country lanes with limited scope for improvement. A residents parking scheme would be needed to manage parking in Hatton village around the station to deter on-street parking by rail users. Active travel improvements to allow people to walk and cycle to the station would be required, along with cycle parking and an ‘Access for All’ footbridge with lifts. Opportunities to bring buses into the station forecourt would be limited due to the nature of the roads in the area and the available space, so a wider consideration of public transport interchange options would need to be undertaken.

Rail services at Warwick Parkway would not require much amendment, other than to ensure local services to/from Leamington Spa and Stratford-upon-Avon call there. Rail services at Hatton would require a substantial upgrade to at least an hourly (ideally half-hourly) service between Leamington Spa and Birmingham and between Stratford-upon-Avon and Leamington Spa. This will require proactive engagement and negotiation with the West Midlands Rail Executive and train operators.

The scale of the infrastructure requirements at Hatton and Warwick Parkway are considered affordable but with some significant challenges in relation to deliverability, most notably around car parking provision and the necessary track and signal enhancements at Leamington Spa station to accommodate increased train service levels. Further work will be needed to understand how new or enhanced rail services, particularly to serve Hatton, will be delivered contractually including any necessary subsidy payments by a developer. As noted above, most of the land around Warwick Parkway is designated as Green Belt, so it may be prudent for WDC/SDC to consider removing some land there at the same time as the new settlement allocation (should it go ahead) to facilitate the delivery of additional station parking.

Bus

There are no inter-urban bus routes which pass near or through the site. Local bus services are also limited in this area. Rail services on the Chiltern Line provide the main public transport links for local residents.

A new service between the new settlement and Warwick Town Centre, possibly as an extension of Service X17 (Kenilworth-Leamington-Warwick) should be considered.

Provision of high quality bus stops with shelters, Real Time Information and raised kerbs, along with bus priority measures at key junctions on the new inter-urban service or existing X17 route (if extended) and within the new settlement should be provided.

The extension of the existing X17 service or proposed new inter-urban bus service and associated infrastructure improvements should be deliverable, affordable and viable in the long term if planned and promoted properly.

Highway (Strategic)

The site is well-located in terms of access to the SRN, with the A4177 feeding directly to the A46 at Stanks west of Warwick, which in turn provides access to the M6/M69/M1 (north), M40 (south) and M40/M42/M5 (west/south west). The A4177 also links to the A452 MRN/KRN at Balsall Common (and onwards to M6 Junction 4) and the A4141 at Knowle towards M42 Junction 5 and Solihull.

The A46/A425/A4177 Stanks junction has recently been upgraded to provide additional capacity along with much improved active travel provision. This junction has an important interface with the Old Budbrooke Road, which provides access to Warwick Parkway station. Even with the recent improvements in this area, these junctions remain extremely busy particularly at peak times.

M40 Junction 15 (Longbridge) is a strategically significant junction where the motorway network interfaces with the SRN (A46) and the A429 towards Warwick and Cirencester. Despite major improvements having been implemented, the junction continues to operate at or near capacity, and a combination of wider committed/planned growth in South Coventry, Warwick, Leamington Spa, Kenilworth, Wellesbourne and Stratford and a potential new settlement option in this area will have a cumulative impact which is likely to result in significant congestion and traffic re-routing on to less appropriate routes such as through Warwick and Leamington Spa town centre and into surrounding rural communities (e.g. Hampton Magna/Hampton-on-the-Hill). The A46/B4463 junction at Sherbourne immediately south of M40 Junction 15 is also unlikely to be able to cope with these cumulative demands, which in turn is likely to result in traffic rerouting through Warwick town centre.

The interdependencies between the SRN and LRN detailed above will require mitigation from a new settlement option in this area as well as other major growth proposals across the SWLP area to ensure that strategic and local traffic uses the most appropriate routes. As such, further improvements to the A46 Stanks junction and M40 Junction 15 are likely to be needed, albeit with the costs apportioned according to impact (as has been implemented by WCC and CCC in relation to M6 Junction 3 improvements). Previous Local Plan Strategic Transport Assessment work in this area has highlighted link capacity issues on the A46 between the M40 and Gaveston (Leek Wootton) which will also need investigating. This will require detailed modelling as part of the wider SWLP Spatial Strategy as it emerges and engagement with National Highways. Consideration to the interface with M40 Junctions 13 and 14 will be required, including the opportunity to rationalise them into a single junction accessed from Grey’s Mallory as part of the emerging Red House Farm proposals. An assessment with the existing two junction arrangement would also be required given the timescales involved in delivering a single motorway junction (10+ years).

Timely, proactive engagement with National Highways regarding the assessment of potential issues at A46 Stanks and M40 Junctions 13-15 and possible improvement measures should ensure they will be acceptable. Discussions will be required regarding cost apportionment and trigger points for payments. Deliverability issues may be problematic if third-party (non-highway) land is required for any improvements at these junctions. A more regionally significant improvement at M40 Junction 15 which will be required to go through the Government’s Road Investment Strategy (RIS) process could result in uncertainty over both funding and timing. Once again, early engagement with National Highways should help the relevant parties understand these issues.

Until modelling work is conducted in relation to a new settlement option in this area as well as cumulatively with the wider SWLP Spatial Strategy, it is not possible to say whether the necessary strategic highway improvements are either deliverable or affordable. It is hoped that with a strategy based on apportionment, the costs specific to this site would become much clearer. The proximity of this option to the SRN is however likely to mean that it will need to shoulder a significant proportion of the mitigation costs.

Highway (Local)

The site is reasonably well-related to the LRN in terms of the A4177 which provides access towards the A46 and Warwick (east), Knowle/Solihull (west) and Balsall Common (north), and the B4439 which links Warwick with Hockley Heath. The A4189 Warwick to Henley-in-Arden/Redditch road is located to the south of the site.

Traffic levels on the A4177 towards Warwick in the AM peak are heavy, with a reciprocal movement towards Knowle/Solihull/Balsall Common in the PM peak. This has an impact on traffic wishing to access Warwick Parkway via Old Budbrooke Road. There is limited scope for providing significant additional capacity in this corridor and its side roads.

There is little residual capacity within and around Warwick town centre, so any substantial additional demand is unlikely to be accommodated on the network. This will inevitably result in rat-running on peripheral routes, many of which are not designed to cope with high levels of traffic such as through Hampton Magna and Hampton-on-the-Hill and routes towards Leek Wootton and Beausale/Kenilworth. Other minor roads in the area such as Ugly Bridge Road, Dark Lane, Station Road, Pinley Road and Norton Curlieu Lane are country lanes and therefore unsuitable to carry significant traffic. The lack of right-turning facilities along the A4177 also causes traffic to build up quickly, which would be exacerbated by growth in this area. Apart from the B4439 which diverges from the A4177 near Hatton Locks, the roads around Hatton village, Little Shrewley, Shrewley, Pinley Green and Beausale are country lanes with numerous junctions that are not designed to carry large volumes of traffic.

The Leamington Spa to Birmingham rail line and Grand Union Canal provide a significant form of severance between the various parcels of land which constitute the new settlement option, with any existing crossings likely to be inadequate for the scale of growth envisaged across the area. This will be a costly issue to properly address, involving negotiation with Network Rail and the Canals & Rivers Trust.

As noted above, a careful strategy will need to be adopted to ensure strategic and local traffic continues to use the most appropriate routes in the area. This will require modelling to fully understand the impacts of the proposed new settlement and the wider growth impacts on this area. Likely mitigation will be needed on the A4177 corridor, within Warwick (e.g. Wedgnock Lane/Greville Road), as well as a comprehensive package of local junction improvements including A4177/B4439, A4177/A4141 Five Ways, B4439/The Green/Dark Lane, B4439/Mill Lane/Station Road, A4189/Norton Curlieu Lane and A4189/Dark Lane.

Impacts on Warwick and Leamington Spa town centres will need to be assessed, including consideration of the emerging ‘Mini-Holland’ and other roadspace reallocation/active travel schemes within both town centres.

As noted above, there are likely to be cost and deliverability issues to address the severance caused by the railway line and canal. Other mitigation/improvement should be broadly deliverable and affordable, subject to agreeing the scope of assessment and identification of any third-party (non-highway) land which is required.


Education Impacts

Overall numbers would suggest the need for 1 new secondary school for 6,000 new dwellings and 2 new secondary schools for 10,000 new homes. It is likely that we would also look for 2 new secondary schools for 8,000 dwellings but we could also consider just one large school.

At primary we would suggest the need for 3 or 4 new primary schools for 6,000 new dwellings, between 4 and 6 new primary schools for 8,000 new dwellings and between 5 and 7 new primary schools for 10,000 new dwellings.

The possibility of delivering all through schools to be considered, i.e. co-location of at least part of the primary offer with new secondary facilities.

There is an assumption that all new primary facilities will include early years facilities and Special Resource Provision facilities.

There is an assumption that all new secondary schools will provide for sixth form teaching on site and that there will also be a Specialist Resource Provision included.

There could be some capacity available at Budbrooke Primary School to take initial growth.

There is also some capacity at Aylesford for the initial growth.

Need to consider the home to school transport implications prior to delivery of on site provision.