Daws Hill & Abbey Barn planning and infrastructure framework (2009)

M40 Gateway

Daws Hill

Abbey BarnPlanning and Infrastrucure Framework

Wycombe District Council

August 2009

In association with Drivers Jonas and Ech2o

Volume 1 - Main Report

M40 Gateway Daws Hill and Abbey Barn Area Planning and Infrastrucure Framework

VOLUME 1: Main Report

Project No: 150831 August 2009

10 Eastbourne Terrace London, W2 6LG

T: 020 7053 1300 F: 020 7053 1301 E: [email protected]

Prepared by: Approved by:

____________________________________________ ____________________________________________

Martina Juvara John Pounder

Status: Final 003 Issue no: 3 Date: 3 August 2009

(C) Copyright Colin Buchanan and Partners Limited. All rights reserved.

This report has been prepared for the exclusive use of the commissioning party and unless otherwise agreed in writing by Colin Buchanan and Partners Limited, no other party may copy, reproduce, distribute, make use of, or rely on the contents of the report. No liability is accepted by Colin Buchanan and Partners Limited for any use of this report, other than for the purposes for which it was originally prepared and provided.

Opinions and information provided in this report are on the basis of Colin Buchanan and Partners Limited using due skill, care and diligence in the preparation of the same and no explicit warranty is provided as to their accuracy. It should be noted and is expressly stated that no independent verification of any of the documents or information supplied to Colin Buchanan and Partners Limited has been made.

ContentsVOLUME 1 - MAIN REPORT

1 Introduction

PART ONE: Setting the Background 2 Strategic objectives: the future of High Wycombe 3 Context baseline 4 Sites description

PART TwO: Option Development 5 Option development and assessment 6 Initial options 7 Further option development 8 Further studies 9 Transport and movement options 10 Public and stakeholders’ consultation 11 Towards a preferred option

PART THREE: Planning and Infrastructure Framework 12 Master plan framework 13 Transport Infrastructure Framework 14 Social and community infrastructure requirements 15 Sustainability 16 Planning framework

PART FOUR: Delivery Framework 17 Phasing 18 Infrastructure phasing 19 Viability

PART FIVE: Design guidance 20 Design guidance

Other documents: VOLUME 2 - EXECUTIVE SUMMARY

VOLUME 3 - APPENDICES Appendix 1 - Consultation Appendix 2 - Transport infrastructure schedules Appendix 3 - Cost Assumptions Appendix 4 - Sustainability Appraisal Appendix 5 - Business land use competing locations

M40 Gateway Daws Hill and Abbey Barn Area Planning and Infrastrucure Framework August 20092

1.Introduction1.1 The appointment1.1.1 In June 2008, Wycombe District Council (WDC) appointed Colin Buchanan (CB) in association with Drivers Jonas (DJ) and Ech2o to prepare a planning and infrastructure framework for three sites part of the M40 Gateway area of High Wycombe. The client steering group also included Buckinghamshire County Council (BCC) transport department.

1.1.2 Colin Buchanan is responsible for planning, infrastructure, master planning and transport. DJ support and assess the master plan in terms of property viability, while Ech2o assist in the identification of sustainable energy measures for the area.

1.1.3 The objective of the study is to inform the Delivery and Site Allocation Development Plan Document (SADPD) to be finalised for submission to Government in 2010 and to guide development in terms of quality and quantity. The study will influence the development potential of these areas in terms of land use, character,

timescale and contribution to wider investment needs for the town.

1.1.4 During the course of the study (May 2008 to July 2009), we have engaged with a wide number of stakeholders and incorporated their aspirations and requirements into the development of the final master plan proposals. District and County Councillors have been briefed at all key stages of the project. Key stakeholders include:

Transport: Buckinghamshire County Council; Highway Agency, bus operators;

Education: Buckinghamshire County Council; St Bernard’s School; St Augustine’s School; Wycombe Abbey School;

Landowners/ Developers: Defence Estates; Carington Estates; Berkeley Strategic; Wycombe Abbey School;

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Residents and local pressure groups in three meetings and workshops in October and November 2008;

Service providers, through telephone interviews.

1.2 Background and overview1.2.1 High Wycombe is located in South Buckinghamshire approximately 45 km north west of London. Situated approximately half way between London and Oxford, High Wycombe is the second largest town in Buckinghamshire. It is adjacent to junctions 3 and 4 of the M40 and is well served by the strategic road network.

1.2.2 The town is located along a river valley and between the steep Chiltern Hills. It is a lively and leafy market town, with the stalls crowding the high street three days a week – a tradition stretching back to the

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12th century. It is also, however, a sizeable employment centre, gradually moving away from traditional sectors towards the knowledge economy.

1.2.3 It provides spacious and green residential neighbourhoods dispersed on the hills, proximity to attractive landscape and the countryside, which is in large part recognised and protected by policy: Chilterns Area of Outstanding Natural Beauty or Green Belt, as well as local designations. Recreational open space, however, is somewhat limited as much of the open space is privately owned and inaccessible.

1.2.4 The town centre displays an attractive mix of historic buildings, a new retail shopping centre, and a small range of cultural facilities. It has, by and large, an attractive public realm and it is well served by numerous multi-storey parking. The recently opened Eden shopping centre, which incorporates the former Octagon, provides 79,000sqm of retail and leisure,

4 M40 Gateway Daws Hill and Abbey Barn Area Planning and Infrastrucure Framework August 2009

with a small residential component. It is anchored by a 13,000sqm House of Fraser department store and a 9,500sqm Marks & Spencer store. It also includes a 12 screen cinema, bowling and a small selection of family restaurants and franchise cafes. Its offer, particularly in the fashion sector, aspires to serve the wider catchment of the M40 and aims to make the town centre a sub-regional shopping destination.

1.2.5 The strategic context for this study is provided by the South East Plan (2009) which identifies High Wycombe as a Regional Hub within the wider Western Corridor and Blackwater Valley Sub-region. This is one of the most economically successful and dynamic parts of the South East, yet High Wycombe itself is not as economically successful as some parts of the sub-region and includes some of the most deprived wards in the region. The Plan acknowledges that the area contains a complex pattern of settlements, administrative structures and environmental designations as well as high pressure for, and on, infrastructure that all require careful co-ordination and management.

1.3 The study area1.3.1 The study focused on the role and synergies in the M40 Gateway, particularly to the east of Marlow Hill, where significant change is already pursued at the Sport Centre site, with the proposal of a mixed area including a regional coachway, park and ride, sport centre and 25,000sq m of office development. The rest of the area is essentially residential, with the exception of the two Roman Catholic Schools of St Augustine’s (Primary) and St Bernard’s (Secondary). The residential development form is in prevalence large detached houses with large front and back gardens.

The area also includes three potential development sites (see Figure 1.1), which are the focus for this study:

Daws Hill, a large windfall brownfield site formerly occupied by US Forces and currently partially occupied by 63 UK Army personnel families on a temporary basis;

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Abbey Barn South, a greenfield area in single ownership and part used for growing crops; this site includes the remainder of the grand Ride that was formerly reaching Daws Hill House and is now a protected landscape feature;

Abbey Barn North, a relatively isolated greenfield site in multiple ownership, which has developed interesting habitats.

1.3.2 The sites have a total area of over 70 hectares, only partially developable due to environmental constraints. The Strategic Housing Land Availability Assessment (SHLAA – March 2009) identifies that there may not be a need to release greenfield land for housing until approximately 2019. The Inspectors Report on the Core Strategy (May 2008) stressed the needs to secure synergies between the M40 Gateway sites and future developments. Therefore, the release of the two greenfield sites is closely linked to comprehensiveness of approach and opportunity to address wider objectives and priorities for change. These are discussed in Section 2 of this report, and can be summarised as:

The exploration of synergies between the three sites and within the context of other M40 Gateway allocations.

The economic role of the study area.

Comprehensive measures to provide highways and public transport infrastructure.

The minimisation of impacts (and reliance) onto the M40 and Handy Cross Junction.

The identification and provision of social and community infrastructure needs of the sites and the wider areas.

The scope for highly sustainable development.

Exemplar design solutions.

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1.3.3 These issues present a particular challenge, as the sites themselves are isolated by landscape, topography, road barriers and the local street pattern. There will be a need to address local connectivity to the town centre, to key employment sites and social infrastructure, as well as, but not only to, the M40.

1.3.4 Phasing and sequential development of the sites, within a coherent and comprehensive master plan, is discussed in Part Four of the report.

1.4 Scope of the report1.4.1 This report summarises the exploration of development options and puts forward clear recommendations for the future of the area and the development of the sites. It is subdivided in the following sections:

Part One – Setting the scene

Part Two – Option Development

Part Three – Development Framework: Preferred Option

Part Four – Planning and Infrastructure Frameworks

Part Five - Delivery

1.4.2 A number of other studies and documents have informed the reports and provided evidence to inform the decision making process. The most relevant are:

BCC strategic transport modelling study (on going);

DJ study-specific report on competing business locations (early 2009);

CB Community Consultation Summary report;

CB Sustainability Assessment;

WDC evidence base studies of open space requirements, Strategic Housing Land Availability Assessment (SHLAA), M40 Gateway Vision, etc.

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PART ONE: Setting the Background


2.Strategic objectives: the future of High Wycombe

2.1 Strategic issues

Strategic planning2.1.1 High Wycombe is a relatively large service centre which acts as a focus for economic activity for surrounding areas. High Wycombe is one of 22 Regional Hubs identified in the South East Plan. These are a network of cities and towns where most employment, retail, leisure and cultural activity will gravitate.

2.1.2. The Plan supports the ongoing development and growth of Regional Hubs by affording them priority in terms of new transport investment but in turn focuses new housing development and economic activity in locations close to or accessible by public transport to these hubs. It also encourages higher density and/or mixed uses in Regional Hubs to create ‘living centres’.

2.1.3 High Wycombe lies within the Western Corridor and Blackwater Valley (WCBV) sub-region which

includes a wide area focused on the Thames Valley between London and Swindon, with Basingstoke at its southern boundary and High Wycombe at its northernmost. High Wycombe is one of four Regional Hubs within the WCBV sub region which faces significant pressures for economic and housing growth whilst experiencing some of the highest levels of transport congestion and house price inflation in the Greater South East.

2.1.4 The Core Strategy for WCBV (Policy WCBV1) reinforces the priority afforded to infrastructure investment and development in the Regional Hubs. It also allows for greenfield urban extensions to be brought forward where they minimise incursions into Green Belt or protected areas. The focus for these extensions will be on the less constrained hubs of Basingstoke, Reading, Bracknell and Newbury, but the plan indicates that smaller allocations may be brought


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forward at other settlements, subject to meeting sustainability considerations. It goes on to state that ‘while the use of previously developed land and/or urban regeneration will be priorities, minimising the take up of greenfield land will not be a factor that overrides all others’.

Economic potential2.1.5 High Wycombe has a successful economy which has been growing faster than the regional average. It is a balanced economy with high levels of employment and a highly skilled workforce, mainly in managerial and professional occupations. However, unlike Reading and Basingstoke, Wycombe is not identified as a ‘Diamond’ for investment and growth in the Regional Economic Strategy.

2.1.6 The WCBV strategy requires local authorities to work in partnership to assess the evidence of local

and strategic demand for employment space, and the balance between labour supply and demand. The aim to secure a balance between homes and jobs at the local level should not override the need for the sub-region to continue to contribute to regional and national economic prosperity. If employment land is judged insufficient, new areas of employment land will be identified in development plan documents.

2.1.7 Within the sub-region, Reading clearly has the largest office market with Wycombe District, Slough District and Oxford having similar levels of stock. However, should the office stock in other locations within the district, such as Marlow and Stokenchurch, not be accounted for, High Wycombe would have the smallest office market by some margin.

21.8 Office take up figures for 2007 clearly indicate the static nature of the market in Wycombe District. This can be attributed to lack of new office space in recent

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years, combined with lack of demand. By comparison, Reading, with its more significant office market, in 2007 had a take up which was 17 times greater than that in Wycombe District. Both Slough District and Oxford have considerably higher take up as a result of more office space being developed and their better established position as office locations.

2.1.9 In order to ensure a sustainable balance between residential and economic growth, new office and employment locations would need to be identified, complemented by active promotion of the town as an attractive place to work and live. Potential office locations include:

Short term: recently built small units (150 to 350sqm) at Anglo Office Park, within the Cressex Business area; the 2ha office site within the Phase 2 of the Wycombe Marsh Development;

Medium term: approximately 25,000sqm of category A office space as part of the M40 Gateway regeneration of the Sport Centre site, which also includes a coachway hub and Park & Ride facility, as well as a refurbished sports hall. An outline planning application for this site is due to be submitted in 2009.

Longer term: potential redevelopment of part of the hospital site and the Council offices site (less than 1ha), as part of a forthcoming estate reviews; a clear site at Hughenden Quarter (2.5ha) available for a variety of uses; Desborough Square (Baker Street) and Fire Station / Swan Frontage sites (2ha and 1ha respectively) both in predominantly central office locations.

Connectivity 2.1.10 High Wycombe is situated at the intersection of a number of important routes including the A404 and the A4010. The town is also served by the M40 motorway to the south and the A40, which runs east west through the town. The other main road route is

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the A4128, which runs north from the town centre through the Hughenden Valley to Great Missenden.

2.1.11 The main strategic east-west road link is the M40 which gives access to London to the east and Oxford and Birmingham to the west. There is heavy reliance of Junction 4 (Handy Cross) for strategic and local movements as Junction 3 at Loudwater only has access/ egress from the east. Within the town centre the A40 (London Road, east-west) meets the A404 (Marlow Hill, north-south) at the Abbey Way Gyratory.

2.1.12 Because of the geographical location of the town, its topography and historic development, strategic highway infrastructure is restricted to a few major strategic routes, which are inevitably congested, as they serve both local and sub-regional traffic.

2.1.13 High Wycombe is well serviced by public transport:

The rail network with regular trains to London Marylebone with a journey time in the region of 40 minutes.

Proposals to establish an inter-urban coachway adjacent to the Handy Cross Junction, now at planning stage, will further enhance strategic access to the town.

The new bus station at Eden Shopping Centre has been recently completed. This provides a bus interchange with excellent waiting facilities for passengers at the northern end of the retail centre with direct access onto the retail circuit within the centre.

Moreover, proposals to significantly enhance the railway station as a public transport interchange are being currently explored.

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11Colin Buchanan Wycombe District Council August 2009

2.2 Drivers for change 2.2.1 High Wycombe is a well managed and successful town. As a Regional Hub, Wycombe will continue to be a focus for growth and development. The challenge for the town is how best to manage that growth so that it provides economic, social and environmental benefits.

Housing2.2.2. Housing affordability and supply is one of the Government’s highest priorities for the domestic economy. Over recent years affordability has been at its lowest and levels of demand at their highest (outside London) in the Western Corridor / Thames Valley area. Meeting the Government’s housing targets for the town will be a critical driver of infrastructure, employment and environmental investment and will need to be effectively harnessed to maintain a sustainable balance between these objectives. The Council has also recently published the results for their SHLAA (March 2009) which will inform the Delivery and Site Allocations DPD.

Economy2.2.3 In economic terms, whilst successful within a national and regional context, High Wycombe is not a major employment centre on the scale of some of its neighbouring centres including Reading, Slough and Milton Keynes, nor will it grow to the same extent as its northern neighbour Aylesbury. The Wycombe Economy Study (2004) highlights the need for qualitative improvement in the employment land/property offer, and highlights the Gateway area as a possible location, although improvements to Handy Cross Junction are also necessary. The High Wycombe Property Market Analysis and Sequential Test (January 2007) propose preferred uses for the Cressex (Handy Cross), Cressex Island and Compair sites. The analysis in this document also highlighted the current qualitative supply of employment land is insufficient to achieve the emerging economic vision for Wycombe.

Transport2.2.4 High Wycombe suffers from high levels of congestion which have been partially addressed through enhancement to Handy Cross Junction and the proposed Inter-Urban Coachway, improved Park and Ride and redevelopment of the railway station. The climate change agenda and national transport policy will reinforce the need to provide a range of modes of transport through the town to address congestion and environmental quality.

Development principles2.2.5 The Wycombe Development Framework (WDF) Core Strategy indicates a set of aspirations and objectives for transforming the image of the town and strengthening its role as the cultural, economic and social hub of the wider district. These are set out in Policy CS3 of the adopted WDF Core Strategy (July 2008).

The role of the project area2.2.6 The project area is located within the M40 Gateway, one of three key areas of change within Wycombe that are identified in the WDF Core Strategy (July 2008). The objectives to which development should contribute in this area are set out in Policy CS4 (Table 2.2).

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POLICY CS3 – HIGH WYCOMBE PRINCIPLES

New development should contribute towards meeting the following objectives for High Wycombe:

1. Image – To transform people’s perceptions of the town, creating a diversity and richness of uses that satisfies community needs and enhances the natural and built environment

2. Focus – To strengthen the role of High Wycombe as a regional hub and act as a focus to provide facilities to meet the needs of the District, including:

a) New housing development

b) Economic regeneration and growth

c) Retail and leisure development

d) New development to support the higher and further education including development of Bucks New University and relocation of Amersham and Wycombe College to a central location;

e) A new Sports Centre

3. Movement – To re-establish High Wycombe as a ‘People Place’, where people on foot, cycle and using public transport enjoy a street network designed with their needs in mind, reducing the impact of roads and traffic, whilst ensuring satisfactory operation of the highway network

4. Inheritance – To respect, preserve and use existing natural, historical and cultural assets as catalysts for further regeneration across the town

5. Structure - To give the town a clear spatial structure for future growth and change that positively exploits existing axes of activity, improves the relationship and connections between town and country (including opportunities created by the River Wye and Hughenden Stream), and safeguards the setting of the town

6. Communities – To ensure local communities and neighbourhoods have access to a good range of local facilities, benefit from “tranquil” streets away from main routes, and see the specific issues in our communities of greatest need addressed.

7. Sense of Place – Ensure new development achieves positive “place-making” and has a clearly identifiable character, including

a) recognising the unique role of the Chilterns valley landscape

b) reducing the visual divide between the surrounding landscape and the townscape of High Wycombe through positive integrated structural planting

c) conserving trees and woodlands, particularly on prominent hillsides and in key corridors.

Table 2.1: Wycombe Development Framework Core Strategy (July 2008) – Change and development

Table 2.2: Wycombe Core Strategy (July 2008) – Role of local area

POLICY CS4 – HIGH WYCOMBE AREAS OF CHANGE – M40 GATEWAY

a. Gateway to the town - establishing the Handy Cross junction and its environs as a celebrated entrance to the town with high quality new buildings heralding a sense of arrival

b. Improved highway network - in particular addressing the problems of the Handy Cross junction and enabling the optimum use of potential development/redevelopment sites

c. Better access to public transport - providing new and improved facilities to remedy existing deficiencies and to improve the sustainability of new developments

d. Coachway and Park and Ride - providing facilities to tap into the potential of the regional coach network, support the town centre and M40 gateway area development/redevelopment proposals and the role of the town as a proposed regional hub

e. Access to Public Open Space - remedying existing deficiencies and ensuring new development makes appropriate provision

f. Renewables - take the opportunity of the development of major sites in this corridor to provide renewable energy generation installations to serve the new developments and where possible the wider area

g. Cressex Business Park – concentrate business use, along with other non-B uses which are ancillary to the business uses. In the longer term, facilitate redevelopment of parts of the business area to produce higher quality accommodation for businesses

h. Synergies between major development sites – considering the potential for major development sites in the gateway to play complementary and mutually-supporting roles and ensuring that all such opportunities are seized

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2.4 A strategic opportunity2.4.1 Together the three sites which are the subject of this study have the potential to present a significant opportunity to address some of the strategic issues identified, including:

The need to improve and intensify this gateway location to the town from the M40 to help transform its image to visitors and potential investors.

The provision, in the medium term of an increase in the supply of high quality office space within Wycombe to meet anticipated demand from key growth sectors and maintain an sustainable employment and housing balance.

The potential to provide for longer term (post 2016) demand for high quality business space to meet wider sub-regional requirements to accommodate levels of growth anticipated in the Western Corridor and Blackwater Valley.

A significant contribution to the overall delivery of the required number, type and mix of housing to support the sustainable growth of the town in accordance with regional and local objectives.

The need to address traffic congestion in and around the town as part of a town-wide transport strategy and through local enhanced provision by a range of modes of transport, capitalising on the proposed new Regional Coachway/improved Park and Ride at Handy Cross.

Enhanced bus services to the M40 Gateway area, driven by high quality infrastructure and increased patronage.

The provision of formal and informal open space to address existing deficiencies and provide publicly accessible leisure opportunities.

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The scope for creation of a local centre or hub of community and proximity retail facilities to serve the new development and the existing residential neighbourhoods.

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3.Context baseline3.1 Local Planning Policy3.1.1 The Development Plan for Wycombe District is made up of the following documents:

The South East Plan (Regional Spatial Strategy for the South East) – adopted in 2009

Buckinghamshire Minerals and Waste Local Plans to 2016

Wycombe Local Plan to 2011 (Saved Policies)

Wycombe Development Framework Core Strategy to 2026

3.1.2 Wycombe District Council adopted its Core Strategy in July 2008, which has a time horizon of 2006 to 2026. The Wycombe Local Plan has a number of saved policies that are also relevant to the study area.

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3.1.3 The Core Strategy has a brownfield first approach, seeking to accommodate growth first within existing settlements and established urban areas. The plan includes 5 reserve greenfield sites which can be brought forward as and when required. These include Abbey Barn North and Abbey Barn South. RAF Daws Hill is a brownfield site within the urban area and is expected to be redeveloped in advance of greenfield sites. The three sites are part of a key area of change along the M40 corridor, as identified in the Core Strategy.

3.1.4 There are a number of environmental and policy designations that are included within or adjacent to the sites. These are as follows:


Daws Hill RAF Daws Hill is an identified brownfield site.

A Park and Garden of Historic Interest (Abbey School) is located adjacent to the north/north west boundary of the site.

A Local Landscape Area is located adjacent to the north east boundary of the site.

A Conservation Area is located adjacent to the north/north west boundary of the site.

Abbey Barn South The site is a reserve site which is safeguarded for future development in the adopted Core Strategy.

Open green space is located within the south west of the site as well as a baseball pitch and basketball court.

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Deansgarden Wood is designated as a Local Landscape Area, County Wildlife Site and part Biological Notification Site containing ancient woodland and is located adjacent the northern boundary of the site.

Greenbelt bounds the south and east of the site.

An Area of Outstanding Natural Beauty (AONB) is in close proximity to the site.

The site also contains an avenue of trees (the Ride), which are subject to a group Tree Preservation Order (61 trees in total). Although the avenue lies outside the area which is registered as a Park and Garden of Special Historic Interest (Wycombe Abbey School), it was formerly connected to the landscape immediately surrounding the Abbey School by a drive through the woodland and parkland.

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Abbey Barn NorthThe site is a reserve site which is safeguarded for future development in the adopted Core Strategy.

Part of the site is designated as a Biological Notification Site.

Deansgarden Wood (Local Landscape Area, County Wildlife Site and part Biological Notification Site containing ancient woodland) is located adjacent to the south west and north west boundary of the site. The north east and south east boundary of the site is adjacent to a further Local Landscape Area.

Greenbelt bounds the north east and south east of the site beyond Abbey Barn Lane.

An abandoned railway line from Bourne End to High Wycombe is located along the northern site boundary which is to be safeguarded for possible uses as a footpath, cycleway or another form of public transport.

3.1.5 Any proposals for the development of the three sites will need to take account of planning policies contained within the recently adopted Core Strategy, and other development plan documents.

Key planning issues

Housing

3.1.6 The overall level of housing provision to be provided in High Wycombe over the period 2006-2026 is as follows:

7,000 (350pa) – Wycombe part of the Western Corridor/Blackwater Valley sub region

800 (40pa) – Rest of the District.

7,800 – Total

3.1.7 These figures do not include the additional shortfall of 250 units from the previous period (2001-2006) and remain unchanged with the recent publication of the adopted South East Plan in May 2009.

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3.1.8 The adopted Core Strategy makes provision for 402.5 units per annum. This figure takes account of the figures above and an additional 250 units (12.5pa) to make up the shortfall from the previous five year period (2001-2006).

3.1.9 The recent publication of the Strategic Housing Land Availability Assessment (SHLAA – March 2009) is a key component of the evidence base for the Delivery and Site Allocations DPD. The SHLAA identifies the requirement for 6,832 units to be delivered between 2008-2026 in Wycombe, after completions are subtracted. The assessment also identifies a capacity of 4,688 dwellings that are deliverable and developable without the need for greenfield sites. Taking account of phasing issues, greenfield sites are unlikely to be required before 2019 at the earliest.

3.1.10 The rate at which greenfield sites are brought forward are subject to the deliverability of brownfield sites, which are monitored by the Annual Monitoring report.

3.1.11 The Council will seek to achieve 40% of the total bed space provision as affordable on Abbey Barn South and North in accordance with their policy on greenfield housing development. The equivalent target for brownfield sites, such as Daws Hill is 30%. However, these figures can be subject to negotiation dependent on site specific circumstances. A mix of housing types will need to be provided on all sites, meeting the identified needs of the District. Further details on housing mix and affordable housing can be found in Part 4 – Planning and Infrastructure Framework.

Infrastructure

3.1.12 The Core Strategy states that the all necessary infrastructure will need to be provided on the sites, including:

solutions that deliver sustainable transport modes and minimise congestion;

solutions to minimise waste and encourage recycling, conserve natural resources, and avoid pollution;

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secure improvements in the quality of place-shaping and design including open space provision and where necessary addressing open space deficiency in terms of quality, quantity and accessibility.

3.1.13 Should development proposals create a need for additional or improved infrastructure, amenities or facilities or exacerbate an existing deficiency in their provision, the developer will be expected to address that need on site where possible.

Economy

3.1.14 The Core Strategy states that the needs of businesses in the district will be met primarily through the regeneration and intensification of four existing types of business area (prime business areas, general business areas, scattered business sites and mixed use business areas/sites). Business needs will also be met by new sites for office development within town centres (in line with the sequential approach set out in PPS 6). Consideration will be given to limited new business sites to achieve qualitative gains in the overall stock. The land should be accessible or be capable of being accessible by a variety of modes of travel.

3.1.15 The provision of new sites for business development will need to adopt a plan- monitor-manage approach.

Environment and Design

3.1.16 The Core Strategy requires developments to minimise waste and encourage recycling, conserve natural resources, and avoid pollution. In particular, developments should contribute towards the goal of reaching zero-carbon developments as soon as possible by use of onsite renewables, minimising energy consumption in terms of master plan layout and construction.

3.1.7 The Core Strategy does not contain a policy on the percentage of energy from decentralised and renewable or low carbon sources. However, Policy NRM11 within the South East Plan states that in advance of local standards, the following standard should be used:

• “New developments of more than 10 dwellings or 1,000m2 of non-residential floorspace should secure at least 10% of their energy from decentralised and renewable or low-carbon sources unless, having regard to the type of development involved and its design, this is not feasible or viable.”

3.1.18 The Delivery and Site Allocations DPD will provide further clarity on site requirements for renewable energy generation and Code for Sustainable Homes level requirements. The preferred options consultation document requires at least 15% on-site renewable energy and Code Level 3. However these requirements will be updated in the Delivery and Site Allocations Update Consultation (June 2009). The Council has also recently published a draft Supplementary Planning Document on this issue, called “Living within our Limits.” (May 2009)

3.1.19 Local Landscape Area surrounds the majority of the sites. Any development at the three sites will need to consider the impact on the setting of the AONB, Ancient Woodland, Historic Park and Garden, Conservation Area and listed buildings. 30m buffers from the woodland will be required to prevent degradation of the vegetated edges.

3.1.20 High Wycombe is bounded to the south by Green Belt, which is protected against inappropriate development. None of the sites are located within this protected area. Any new access road required south of the M40, however, would encroach into the Green Belt and the Chilterns AONB boundary.

2.1.21 The Core Strategy and Open Space Study (2005) identify the M40 Gateway as deficient in open space. Therefore any development in the study area will have to address open space deficiency in terms of quality, quantity and accessibility.

3.1.22 In terms of design, all proposals for new development should deliver:

High standards of design and layout to be achieved including the creation of positive, attractive and safe public and private environment

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Locally distinctive qualities of place to be reinforced

New buildings to be flexible for future use

Appropriate open space

Efficient use of land

Highway design to respond to the positive characteristics of the area and deliver high quality public realm for all users.

Recent Planning Applications 3.1.23 There are a number of planning applications and pipeline developments that have a bearing on the development of the sites. This includes the following:

Construction of new 1,100 placed secondary school to replace existing School on Cressex Road.

Reservation of health/community facility land within the employment land for a specified period at Wycombe Marsh (Phase 2) – approx 700 sq m.

The outline application for Wycombe Marsh includes a condition to safeguarded land to facilitate a future possible access to Abbey Barn South.

3.1.24 Wycombe Summit, located along Abbey Barn Lane proposed a real snow covered ski-slope, retail and meeting rooms. It was recently refused permission (April 2009) on the following grounds:

The proposal would result in a reduction in the size of ancient woodland.

The proposal would fail to preserve the individual landscape qualities of an Area of Attractive Landscape and would have an adverse impact upon its recognised character and appearance.

The proposal fails to secure a mechanism for restoration in the event of the business being unsuccessful and would therefore have a long term adverse impact upon the Area of Attractive Landscape.

The proposal fails to secure planning obligations within a legal agreement to provide a travel plan, financial contributions towards the Wycombe Transport Strategy, a Woodland Management Plan and public access to the development.

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3.1.25 The former John North Student Hall of Residence site has recently been refused permission for 106 new dwellings, associated car and cycle parking, landscaping and infrastructure. The site is proposed as a housing allocation in the Preferred Options Site Allocations document. Reasons for refusal include, failure to achieve a high quality of design, failure to secure developer contributions towards infrastructure to mitigate against impacts and the failure to provide adequate affordable housing provision. The appeal was dismissed.

3.1.26 Wycombe District Council have also produced concept statements for Cressex Island and Handy Cross development areas in November 2008, following on from proposed allocations in the Preferred Options Site Allocations document. The Council supports the redevelopment of Cressex Island for a mix/cluster, and include those uses for which there is a demonstrated need and cannot be accommodated in the town centre or edge of town centre sites. The Council will support proposals for the Handy Cross site that includes a new leisure centre, headquarters office development (25,000sqm), Coachway/ Park & Ride, parking, and open space, with scope for additional office, residential, hotel or other use(s) yet to be determined.

3.2 Employment sector 3.2.1 High Wycombe is the principal commercial centre in the Wycombe District. The Wycombe area experienced a significant expansion of its business service and high-tech computing and telecommunications industries in the 1990s, however, in line with the more recent global downturn in these industries, the local office market suffered accordingly.

3.2.2 The Financial and Business Services sectors represent a greater than normal proportion of the total employment in High Wycombe, accounting for approximately a third of all jobs. This is greater than the national and sub regional averages. Of the Financial and Business Services sector the largest sub-sector is Professional & Business Services.

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Figure 3.1: High Wycombe Central Area


3.2.3 Public sector bodies represent some of the largest office occupiers in the Wycombe area with Buckinghamshire County Council and Wycombe District Council among the largest occupiers of office space in the town centre.

3.2.4 Information and Communication Technologies are important office occupiers in Wycombe. Although most of this sector tend to be small to medium sized firms, there are a number of significant businesses in the town, including Maritz Wolff & Co, Insignia Solutions, JD Edwards, Lysander Systems and Maindec. As with the IT sector, most of the professional service sector tend to be small to medium sized firms although there are large professional services, such as Dun & Bradstreet, which is the second largest occupier in the district.

3.2.5 Manufacturing firms are also important in Wycombe, particularly the pharmaceutical and car manufacturing sectors, including Johnson & Johnson and Saab, Volvo and others.

Competing locations3.2.6 High Wycombe competes with the nearby established office markets of Reading, Maidenhead, Slough and Oxford. Some of the competitive schemes in each location are as follows;

Reading has a total approximate office stock of approximately 1 million sqm (10,900,000 sq.ft). Eithin the Reading and Wokingham Districts, the main office locations are: - Green Park - Winnersh Triangle Business Park - Reading International Business Park - Arlington Business Park

Maidenhead has a total approximate office stock of 450,000sqm (4,900,000 sq.ft) within the Maidenhead District. The main office locations are: - Vauxhall Business Park - Foundation Park

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Slough has a total approximate office stock of 425,000 sqm (4,600,000 sq.ft) within the Borough of Slough and the main office locations are: - Slough Trading Estate - Axis Park

Oxford has a total approximate office stock of 390,000sqm (4,200,000 sq.ft) (390,200 sq.m) within the Oxford District and the main office locations are - Oxford Science Park - Oxford Business Park - Oxford Spires Business Park

3.2.7 These three centres represent more established and larger office markets and have historically been considered as better office locations when compared to High Wycombe which has a total approximate office stock of 410,000sqm (4,400,000 sq.ft) within the wider Wycombe District, but very limited recent development of Category A office stock, particularly within High Wycombe itself.

3.2.8 Lack of new, high quality stock and market perception have affected High Wycombe’s office market, and its position as an economic centre within the sub-region. In order to increase the attractiveness of High Wycombe as an office location in the medium to long term, a significant step change in the quality and, more importantly, the quantity of the office offer would be needed. The development of a sufficient critical mass of office product is key to this, which, subject to future demand, could be accommodated at sites within close proximity to the M40.

3.3 Socio-economic trends3.3.1 Buckinghamshire is a highly prosperous county with a skilled workforce, high activity rates, low unemployment and a relatively stable population. High Wycombe, while less prosperous than other parts of Buckinghamshire, is still in a wider regional context a very successful town.

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sectors continues to grow. In terms of employment the retail sector is stable.

3.3.8 In terms of occupational breakdown, Wycombe is very similar to the South East as a whole, with a slightly higher share of associate professionals and a slightly lower share of professionals than the region average (Figure 3.2, data from APS 2007).

3.3.9 Jobs in Wycombe have a broadly similar distribution to that in the South East as a whole, with a somewhat higher prevalence of banking/finance jobs and manufacturing jobs (Table 3.1, data from ABI 2007).

3.310 As is common throughout the region, many of Wycombe’s residents with jobs commute, although the net outflow is small. As of the 2001 Census, 63% of Wycombe’s residents with jobs worked in Wycombe. There were however large in (27,400) and out (30,400) daily commuting flows. Chiltern, Windsor and Maidenhead, and South Bucks were the most common commuting destinations (each with just 4% of Wycombe’s working residents). In relative terms, the District compares with Reading, where 63% of Reading residents with jobs work in Reading, while there is less net out-commuting than Slough, where 55% of residents with jobs work within the district.

Demographics3.3.2 It has a population of around 70,000, as defined by Buckinghamshire County Council’s High Wycombe Local Community Area Profile (February 2007).1

3.3.3 The average household size of 2.6 highlights its attractiveness to families. Nearly 40% of households have dependent children. Around a fifth of property is social or affordable housing and nearly an eighth is privately rented. It is an ethnically mixed community with a quarter of the population being non-white, with 1 in 7 of the population being Muslim.

3.3.4 Qualification levels are higher than the national average but slightly below those for Buckinghamshire. Although around a third of the working population has a degree level qualification and only a tenth have no qualifications. Pupil achievement at GCSE level, while high at 61%, is lower than the average for Buckinghamshire.

3.3.5 In terms of Acorn classification (the geo-demographic classification tool used to define areas of the UK based on household type and lifestyle), almost a third of households are defined as “secure families” and nearly 10% as “flourishing families”. However, a further 10% are defined as “struggling families”.

3.3.6 Car ownership is high, with 38% of households having two or more cars and only 19% with no car. Many of High Wycombe’s residents are in areas that are more deprived than the Buckinghamshire average, based on the Indices of Deprivation.

Employment3.3.7 Employment change in High Wycombe has broadly been in line with the wider region during this decade. Manufacturing employment continues to decline leading to a steady number of sites/buildings coming available for redevelopment. Office employment has increased due to growth in business services while employment in the leisure, health and education

1 The High Wycombe Fact File 39, published by Wycombe District Council in 2003 estimates High Wycombe’s population at 92,000, using Census 2001 data and the area defined by Wycombe District Council and the Buckinghamshire Structure Plan as: Downley, Hazlemere, Tylers Green, Loudwater, Woodburn Green and High Wycombe Town Centre. We have adopted the more recent population estimate as stated above.


Table 3.2: Top 20 work locations, by District, for Wycombe’s working residents (Census 2001)

WORK LOCATIONNUMBER OF WORKERS

SHARE OF ALL WORKERS

1 Wycombe 51805 63%

2 Chiltern 3230 4%

3 Windsor and Maidenhead 3103 4%

4 South Bucks 2903 4%

5 Hillingdon 2621 3%

6 Slough 2201 3%

7 Aylesbury Vale 1782 2%

8 Westminster 1447 2%

9 South Oxfordshire 1392 2%

10 Ealing 775 1%

11 Wokingham 709 1%

12 Reading 688 1%

13 Dacorum 575 1%

14 Bracknell Forest 547 1%

15 Hounslow 538 1%

16 City of London 520 1%

17 Camden 499 1%

18 Oxford 373 0%

19 Hammersmith and Fulham 349 0%

20 Harrow 286 0%

Figure 3.2: Employment by Occupation

Table 3.1: Employment by Sector

SECTOR

SOUTH EAST WYCOMBE

NUMBER OF JOBS

SHARE OF

JOBSNUMBER

SHARE OF

JOBS

Agriculture & fishing 52,900 1% N/A N/A

Energy & water 37,700 1% N/A N/A

Manufacturing 458,100 12% 11,100 14%

Construction 316,600 8% 7,200 9%

Distribution, hotels & restaurants

770,300 20% 13,600 18%

Transport & communication

260,600 7% 3,400 4%

Banking, finance & insurance etc

704,000 18% 16,700 22%

Public admin, education & health

1,079,900 27% 19,300 25%

Other services 251,700 6% 5,300 7%

TOTAL 3,931,800 100% 76,600 100%

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3.4 Property market outlook

Context3.4.1 The economic downturn has had a negative impact on most sectors of the commercial property market. This is mainly due to the reduced availability of credit and, where credit is available, the increased cost of finance. Accordingly many investors have been cautious, or even negative, in their views on the market.

3.4.2 For some types of assets, there very few potential purchasers and the volume of transactions, already low, is reducing still further. Where there are potential purchasers for available properties any element of risk attached to the investment tends to have a significant impact on the level of bids received.

3.4.3 The values of most properties have fallen significantly from their peak in the early summer of 2007. Secondary properties have been harder hit than prime properties. In some sectors the market adjustment is continuing and the outlook for all types of commercial property is currently more uncertain than usual due to the unsettled economic conditions.

3.4.4.The housing market has been hit on two fronts; firstly investment buyers have been put off the market with difficulties in obtaining mortgages and high deposits required by the banks, secondly, first time buyers are holding back from the market as the press and market sentiment are suggesting the market is still adjusting. This has lead to a significant fall in demand which has resulted in a fall in values.

3.4.5 Discussions with agents have highlighted the rapid decline in market conditions over the last months. Agents commented that High Wycombe has not avoided the slump in sales conditions that has been seen across the country, however, the letting market is still reasonably strong as rents are low compared to surrounding towns such as Beaconsfield and Gerard’s Cross.

3.4.6 The graph (Figure 3.3) below shows the house prices and office rental values between 2003 and 2008.

Figure 3.3: Prices for all properties from 2003-2008

The downturn is evident in the second half of 2008.

3.4.7 Performance indicators for all sectors of the property market in 2008-2009 are fairly pessimistic. This is likely to affect the development potential of both the Daws Hill and Abbey Barn sites in the short term. Given the current market conditions and general uncertainty regarding the economic climate and property market forecasts, it is likely that large scale residential or office schemes across the Daws Hill or Abbey Barns sites will come forward only as the market improves. Development risk is likely to be reduced if these sites are developed as part of a comprehensive mixed use proposal in the medium-longer term.

The downturn and property values3.4.8 Anecdotal evidence indicates a significant reduction in property values between January and October 2008. The combined effect of low rents and high yields seems to affect office developments more than residential uses, with development viability more likely to be affected in the short to medium term:

Residential land values in the High Wycombe area moved from £1.65m-£2.4m per acre (£4.1-£6m per hectare) in January 2008 to £1.25-£1.5m per acre in

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the autumn. Furthermore, very few transactions took place in the first half of 2009, and primarily for small sites.

At the end of 2007 top office rents were reported to stand at £24.75 per sq.ft (266 per sq.m), with the majority of the good quality office stock letting in the region of £19-£21 per sq.ft (£205-224 per sq.m). In autumn 2008 top rents were at around £22 per sq.ft (£236 per sq.m).

In terms of second hand/poorer quality stock rents are in the region of £10- £15 per sq.ft (£108-161 per sq.m).

One deal that shows property market deterioration is the acquisition by McKay Securities plc of the freehold interest in 37,900 sq.ft (3,520 sq.m) of office space within The Switchback development in March 2008. The property consists of six office buildings and was acquired for £9.05 million, reflecting a yield of 8.6%, compared to typical yields of 5-6% in 2007.

3.5 Strategic access and transport 3.5.1 This section of the report provides a brief descriptive review of the transport network in High Wycombe, summarises the capacity modelling work that has been undertaken between October 2008 and April 2009 and identifies transport issues that will need to be considered as the development of the sites is progressed.

Strategic highway network and highway modelling3.5.2 Halcrow Group Limited produced in 2007 a Highway Model for BCC, which was used to assess the transport impacts of the Wycombe Local Development Framework proposals. Their Highway Model Development Report (October 2007) tested three different development scenarios under 2026 traffic flows:

A Do Nothing Scenario where growth in housing is assumed to be development which is committed and windfall development only.

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A Minimal Impact Strategy which assumes the LDF allocation but located in sites to the north of Wycombe.

An Emerging Core Strategy which assumes the preferred LDF allocation, which included development on the sites under consideration within this report: - RAF Daws Hill – 550 residential units - Abbey Barn South – 500 residential units, 4000sqm B1, 2500sqm community use. - Abbey Barn North – 100 residential units.

3.5.3 The model indicated that:

The Emerging LDF Strategy with the same level of road infrastructure actually performs better than the Minimal Impact Scenario across the whole network.

With a lower level of highway infrastructure improvements (same as the Do Nothing Scenario) the Emerging LDF Strategy performs slightly worse than the Minimal Impact Strategy.

Under both future scenarios there are a number of junctions that are exhibiting congestion problems at 2026 with development traffic flows.

The model showed that in none of the peak hours is there queuing on the M40 slips back onto the motorway, although there is an increase in the length of the queue on the westbound off slip under the Emerging LDF Strategy scenario. The model also found that there was no difference in queues on the internal links within the junction.

Whilst queuing was found at the Marlow Hill / Marlow Road junction under no scenarios did this queue block back to Handy Cross.

The report indicated that the overall increase in traffic levels at Handy Cross in the Emerging Strategy compared to the Do Nothing situation is very modest and additional delays at the junction are not great enough to cause queuing onto the M40 motorway.

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3.5.4 Further tests were carried out between October 2008 and April 2009 to assess the impacts of the development of specific sites across the town, including Daws Hill and Abbey Barn. Further examination of road capacity issues is set out later in Section 9.

Buses3.5.5 Bus patronage in Buckinghamshire is low. However, there has been a significant increase in the level of patronage over the last few years which provides a strong platform for further modal shift to public transport. Principal inter-urban services connect the market towns of Buckinghamshire. The town of High Wycombe itself is well connected by inter-urban and local bus links. A Park & Ride and Coachway, proposed as part of the regeneration of the Sport Centre site at Handy Cross (Junction 4 of the M40), will further enhance inter-urban connectivity.

3.5.6 As part of the town centre redevelopment scheme (known as “Eden”) a new bus station has been completed at the northern of the new retail centre. This provides an high quality facility at the northern end of the primary retail circuit, and gives greater priority to public transport.

3.5.7 However, the study area is poorly served by both strategic and local bus routes, which tend to bypass the area, heading south on the A404 for Marlow and east on the A40 for Beaconsfield.

3.5.8 The Local Transportation Plan notes that, in partnership with local bus operators, the urban bus network will be developed on radial routes that support Buckinghamshire’s Congestion Management Corridors. In addition, the County has aspirations for three quality urban bus routes in High Wycombe that will offer high frequency, fully accessible services. Unfortunately none of these offer benefits to the study area, as two are planned to run north of the railway line and one west to Booker.

3.5.9 The existing services to the study area are limited to only one route (hourly Purple Route 36, between 0700 to 1800) passing within the vicinity of the RAF site, along Daws Hill Lane towards Flackwell Heath. The bus stops (in each direction) for these services are conveniently located near the 1st Street junction. Buses serving the Abbey Barn sites (particularly the southern site) are practically non-existent, with a hourly service (Route 35 between the town centre and Bourne End) along Kingsmead Road. More services can be accessed from London Road though this is in excess of the accepted walking distance (400m).

Rail3.5.10 High Wycombe is located on the Chiltern mainline rail link from London Marylebone. Chiltern Railways are the sole operators of the service with up to six trains an hour to London Marylebone (during peaks times). Other main centres accessible from High Wycombe include Birmingham, Banbury, and Leamington Spa. The journey between London Marylebone and High Wycombe takes around 40 minutes, making it a viable journey for London-bound commuters. Local towns that can be reached using the railway include Beaconsfield (6 minutes), Prince Risborough (11 minutes), and Aylesbury with change at Princes Risborough (40 minutes).

3.5.11 As part of the town centre regeneration, the railway station, located at the edge of the town centre, is to be redeveloped and modernised, improving walking, cycling, Park & Ride and bus links. A route enhancement project by Chiltern Railways is also planned, which aims to increase reliability and capacity by allowing more trains to run.

3.5.12 The rail station is located less than 2km from the site. Development proposals will benefit from promoting strong links to the rail station in conjunction with improvements to the urban bus network.


Walking and cycling3.5.13 Although central High Wycombe is only a short distance from the study area (a maximum of 2 kilometres) there are a number of obstacles to overcome if the development proposals are to effectively promote walking and cycling:

The topography is challenging, as the sites are located beyond a ridge and significant gradients separate them from the town centre.

Private grounds (Wycombe Abbey School and Carington Estates owning the woodland) prevent access along the shortest routes to the centre. There is scope, however, to negotiate new rights of way for walking and cycling as part of the development.

Footway and cycle provision along Daws Hill Lane and Abbey Barn Lane is poor and improvements will be required.

3.5.14 The main east-west cycle route in High Wycombe runs along Kingsmead Road and Bassetsbury Lane, north of the study area. Levels and access permitting, there will be a number of options to tap into this facility from both the RAF Daws Hill and Abbey Barn sites. New north-south routes should also be explored to ensure the town centre and rail station are accessible by bike, where feasible.

Local access issues3.5.15 The study area is located to the south east of the town, immediately to the north of the M40 motorway, close to the Handy Cross junction. Direct vehicular access to the sites is limited to B-class roads in residential areas, namely Daws Hill Lane and Abbey Barn Lane.

3.5.16 Significant peak time delays are experienced on Daws Hill Lane and at its junction with Marlow Hill. In the morning peak, this is exacerbated by delays related to schools traffic associated St Bernard’s and St Augustine’s Roman Catholic Schools, situated just off Daws Hill Lane.

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3.5.17 Abbey Barn Lane has issues regarding width and alignment in places, particularly at its northern end where the alignment of the road crossing the disused railway is significantly substandard. Road safety improvements will need to be explored. Moreover, there are wider issues of how traffic past Abbey Barn Lane then accesses onto London Road.

3.5.18 The key transport issues that will need to be considered in taking forward development on the Daws Hill and Abbey Barn sites are therefore:

The capacity of the Daws Hill Road / A404 junction

The alignment / carriageway width on Abbey Barn Lane and the need for improvement at its northern end

The capacity of the Handy Cross junction

Wider road network capacity

Public transport accessibility and bus access

Topography and land ownership effect on pedestrian and cycle access.

3.6 Social and engineering infrastructure baseline3.6.1 The baseline work has been based on the following evidence base documents and investigation:

the Michael Ling Report (February 2008)

the subsequent Buckinghamshire Infrastructure Study (April 2008) undertaken by Colin Buchanan

the Wycombe Open Space Study

Wycombe District Developer Contributions (SPD) - 2007

Wycombe District Developer Contributions - Developers Guide - 2009

The information in these reports has been expanded through liaison with the relevant service providers.

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Table 3.3: Existing infrastructure situation

SEcONDARy HEALTH cARE

Buckinghamshire Hospitals NHS trust has put in place a strategy that takes account of growth across its catchment area. The services on offer at Stoke Mandeville and High Wycombe Hospitals are being rationalised so that they provide complementary rather than competing services.

Hospital requirements will be determined by demographic structure and epidemiological issues.

Demand for hospital care is projected to decrease as service delivery is pushed to the primary sector and with shorter hospital stays when they are required.

PRIMARy HEALTH cARE

Buckinghamshire Primary Care Trust is seeking to rationalise GP services into well located health centres and to create primary care hubs. There is an uneven distribution of GP services across the town with a lack of facilities at Cressex/Booker, Wycombe Marsh, Micklefield, Castlefield and Downley.

The planning permission for Wycombe Marsh included space for a GP surgery / health centre but so far there has not been any interest from the health providers.

The primary healthcare system is in a period of change and there are not currently population based standards for delivery of services.

PRE-ScHOOL cHILDcARE

The 2006 Childcare Act requires local authorities to secure sufficient childcare places within their area to enable parents to continue or take up employment, education or training opportunities. There is not a duty to provide facilities.

In accordance with the 2006 Act Bucks CC have undertaken a childcare sufficiency assessment for the county. The majority of pre-school facilities (88 percent) are provided by the private and voluntary sectors. The sufficiency assessment indicates that within High Wycombe there is a shortage of 585 pre-school places.

There assessment shows that there are few pre-school facilities within the Daws Hill area.

PRIMARy EDUcATION

There are 29 primary schools within High Wycombe with a combined capacity of 8,252 pupils. BCC Education Department have confirmed that the High Wycombe planning area is projected over the next five years to have a surplus of two percent of places when all current planned housing is taken into account.

However, for schools in the vicinity of the site, there is projected to be a deficit of places as follows Marsh (-37%), Hannah Ball (-7%), Beechview (-15%) and St Augustine’s RC (-11%). In addition, the Audit Commission recommends as best practice that ten percent of capacity at individual schools should be retained to provide for parental choice.

Work is about to start on the Schools Area Plan for High Wycombe this term and should be ready for consultation by the end of summer 2009. This plan is a high priority for the service due to the high levels of housing planned in the town.

SEcONDARy EDUcATION

There are 11 secondary schools within Wycombe district, four of which are grammar schools. These have a combined capacity of 21,998 pupils, including the additional capacity being created through the rebuilding of Cressex Community School.

BCC project that there will be a two percent deficit in secondary school capacity across High Wycombe in 2012/13 when planned housing growth is taken into account.


POST SIxTEEN EDUcATION

All secondary schools in Buckinghamshire provide sixth form facilities. We do not have figures for sixth form capacity. Buckinghamshire has a very high level (72 percent) of students continuing in education post 16.

Amersham and Wycombe College provides further education services and also a number of higher education courses in association with Bucks New University. There is a wide range of both vocational and academic courses on offer provided at sites within High Wycombe and Amersham. The college’s facilities in High Wycombe are to be rationalised into a single town centre, making access from all parts of the town easier.

The work undertaken for the Buckinghamshire Infrastructure study revealed that the college would not need to expand in response to population growth across the district, thus, there will be no requirement to provide additional facilities in response to development at Daws Hill.

POLIcING

Policing in High Wycombe is currently staffed from the police station in the town centre and Wycombe Council offices in Queen Victoria Road. In addition there are schools officers based at Highcrest and Cressex schools.

There is a total of 175 police staff based in the town and the most recent survey indicates that both Wycombe police station and the council offices site are rated by staff as being in a fair / satisfactory condition.

Thames Valley Police are considering relocating an additional unit to High Wycombe from within Buckinghamshire because of pressures on existing resources.

EMERGENcy HEALTH cARE

The estate strategy for South Central Ambulance Trust proposes a new ‘hub and spoke’ model of emergency provision. A hub comprises a fully serviced ambulance station with the spokes comprising a mixture of satellite stations, serviced stand-by points and non-serviced standby facilities. A serviced standby facility consists of a dedicated parking area with a rest room and toilet, while a non-serviced facility is simply a dedicated parking bay.

The Ambulance Trust is proposing a hub station serving the whole of south Bucks which is likely to be located within High Wycombe, either as a redevelopment of the existing station or located close to the M40.

FIRE AND REScUE

High Wycombe fire station is due to be relocated, not for operational reasons, but as part of the wider town centre redevelopment.

Location of new fire station will be determined by wider directions of growth because location of fire station is governed by statutory response times.

OPEN SPAcE

Wycombe’s Open Space Study identifies ten areas of open space within the study area. Two of the open spaces are school playing fields and one is the Wycombe Sports Centre, part of which will be lost to the proposed Coachway.

Open spaces have been categorised as local (400m / 5 min walk time) and neighbourhood (800m / 10 min walk time). Some of the smaller open spaces are considered to only have value to residents living close by and have thus not been categorised. Open space includes playing pitches for team sports, and should be provided as an integral aspect of any residential development.

The existing Daws Hill residential area is considered to have an open space deficiency. If the school sites are excluded from the open space provision (because they are not open access sites) then the open space deficiency for the Daws Hill area becomes greater.

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INDOOR SPORTS FAcILITIES

Using the Sports England Sports Facility Calculator (SFC), the Council estimates that High Wycombe requires additional swimming pool space but has sufficient provision of other facilities.

cHILDREN’S PLAy AREAS

Children’s play areas are provided to meet local needs and thus should be located as integral parts of any residential developments.

cOMMUNITy cENTRES

There is a limited number of community meeting facilities within the Daws Hill area, and the majority are either schools or religious buildings. Although schools and churches make an important contribution towards meeting community needs there are limitations, namely that they are not available all the time, particularly schools.

LIBRARIES

A new library opened in High Wycombe town centre in 2008.

wATER SUPPLy AND SANITATION

Water resource and sewage treatment capacity will be available to accommodate growth, however, there are issues relating to the supply and waster water networks.

Thames Water (TW) have concerns regarding water and waste water services in relation to this site. Specifically, the network capacity in the area is unlikely to be able to support the demand anticipated from new development. Further assessments will be required at a more detailed design stage.

It should be noted that in the event of an upgrade being required, up to three years lead-in time will be necessary and may require developer funding. Developers will be required to demonstrate that there is adequate waste water capacity both on and off the site to serve the development and that development would not lead to problems for existing or new users. In some circumstances it may be necessary for developers to fund studies, to ascertain whether the proposed development will lead to overloading of existing waste water infrastructure and engineering solutions where upgrades in infrastructure are required.

Alternative technologies

Thames Water do not have a view on the use of alternative sewage disposal technologies. Such infrastructure would be outside TW’s jurisdiction and would be regulated by the Environment Agency.

The Environment Agency have responded and state that alternatives to mains sewage treatment might be an option, but it should be noted that the water environment in the areas is “relatively sensitive” and any alternative mechanism for sewage disposal would have to be maintained and not result in any degradation to the aquatic environment in order to comply with the European Water Framework Directive.

FLOOD DEFENcE

The study area is outside the medium or high risk flood plain for the River Wye which passes through the eastern side of High Wycombe.


Key infrastructure issues3.6.2 The review of the existing social infrastructure reveals that the Daws Hill area is already deficient in open space and community halls. Development at Daws Hill / Abbey Barn would only exacerbate these deficiencies and thus will need to provide sufficient capacity to meet its own needs and to help compensate for wider deficiencies.

3.6.3 Preliminary investigations with the education authority have indicated that there is insufficient capacity within local primary schools to accommodate additional pupils in the locale. It might be possible that existing schools can be expanded to meet demand, but it is desirable that primary age pupils should not travel further than is necessary, and therefore a site within Daws Hill / Abbey Barn South should be reserved for a primary school. In addition, development of the site will require the provision of localised facilities to meet resident’s needs.

3.6.4 In summary, the following facilities should be provided on site as part of the development of the Daws Hill and Abbey Barn area:

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Pre-school: space for a pre-schools facility

Primary school: site for a school should be included as part of the master plan for the site.

Policing: it is possible that a police office as part of a policy of neighbourhood policing might be required. This could be a unit within the neighbourhood centre or a small office within the community centre.

children’s play areas, sports pitches and open space: these will have to be provided as integral parts of the development.

community centre: a community hall of adequate size to include a badminton court and additional meeting space would be required for a site of this size.

3.6.5 Full details of the community infrastructure to be provided as part of the development proposal are set out in Section 11.

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4.Sites description4.1 Location: the M40 Gateway 4.1.1 This study focuses on the three potential development sites: the former RAF Daws Hill Base (recently vacated by the military and now actively considered for development) and two green field sites: Abbey Barn South and North.

4.1.2 The three sites are located within the area identified by Core Strategy Policy CS4 as one of High Wycombe areas of change: the M40 Gateway. The M40 Gateway refers to Handy Cross Junction, on the M40, which provides the most important gateway to the town. The limited traffic capacity of the junction is rapidly becoming a constraint to development and growth in this part of High Wycombe. The Gateway presents a number of challenges, which are being considered during the course of the study:

Handy Cross and Marlow Hill (A404) provide the principal road access to the town but no sense of arrival. Speed control and poor pedestrian realm are significant issues along the whole stretch towards the town centre.

Sports facilities, out of town retail, significant businesses and schools are all located in close proximity within this area, yet accessibility is very limited by any means other than the car.

The street pattern lacks cohesion and legibility, with limited potential for integration.

A small Park and Ride just north of Handy Cross junction is potentially to be replaced by a new and improved facility to the north-east of the junction as a Park and Ride and coach interchange.

Change is being considered for a number of the sites immediately adjacent to the junction.

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4.1.3 The three sites are located along Daws Hill and Abbey Barn Lane, which can be accessed from Marlow Hill a short distance away from Handy Cross junction. Their development is strongly correlated to the M40 Gateway in a number of ways. Traffic generated by the development is likely to trigger the need for transport improvements, which could potentially benefit the wider area and improve the access into the town. Development could also strengthen the role and performance of the Gateway, creating a local destination within the town.

4.2 Site ownership4.2.1 Daws Hill is owned by the Defence Estates, who intend to dispose of it with outline planning consent, to be applied for in the future.

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4.2.3 Abbey Barn South is entirely owned by the Carington Estates, and it is partly in agricultural use. Part of the site is a mature avenue of trees and spinney formation which constituted the former Ride into Daws Hill House (currently part of Wycombe Abbey School). The Ride is a protected landscape feature, described in the register of Listed Parks and Gardens. Berkeley Strategic have signed an option agreement for the site in early 2009. Development is being actively promoted.

4.2.4 Abbey Barn North is in multiple ownership, with Wycombe District Council one of the landowners. It is used for horse grazing and it has developed an interesting ecology. It is identified as a reserve site for development, and at present there is no indication that change of use is being sought.

4.3 Sites description4.3.1 The sites have a number of common characteristics, which present very significant challenges in terms of defining an appropriate role in relation to the town centre and the M40 Gateway and in terms of potential for exemplar sustainable development:

visually self contained;

physically isolated from the town centre, despite relative proximity (less than a mile);

limited accessibility;

scope for integration with the surrounding areas restrained by the topography and surrounding introverted urban morphology;

steep topography;

beautiful mature landscape;

sensitive environment;

proximity to woodlands and countryside;

nearby low density neighbourhoods with large detached homes and heavy car dependency.

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4.3.2 Natural and historic environment designations adjacent to or in close proximity to Abbey Barn North/ South and Daws Hill are as follows:

Deangarden Wood – Site of Importance for Nature Conservation (SINC), County Wildlife Site and semi natural ancient woodland. The site contains beech woodland on claying soil and contains two nationally scarce plants and a number of County level plant rarities. The wood also contains a Biological Notification Site.

Gomm Valley Site of Special Scientific Interests (SSSI) – 2.5km away – national designation.

Chilterns AONB – located adjacent to Abbey Barn South

Abbey Barn Farm is a listed building and is located adjacent to Abbey Barn South

Wycombe Abbey Conservation Area and Historic Park and Garden is located adjacent to Daws Hill.

4.3.3 WDC are updating landscape and ecological baseline information, as part of the LDF process. These will be available mid 2009.

Daws Hill4.3.4 Daws Hill is a former military base occupied by American forces until Autumn 2007. It is now in limited use, with 63 homes temporarily occupied by UK service personnel and their families. Previously, the area was part of the grounds of the Wycombe Abbey and included part of the enclosed gardens.

4.3.5 The site spans a local ridge and reaches the highest level of the whole study area (+150 OD, approximately). The site layout and diagonal roads are such that gentle slopes are achieved throughout. Mature landscape within and surrounding the site screens the existing development from all sides, so that 4-storey buildings near the ridge are not visible from the town centre.

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Figure 4.1: Daws Hill site

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4.3.6 Because of its recent and historical use, the site is laid as a self contained compound and it is very much inward oriented. It is accessed from a single small junction on Daws Hill Lane, through a check point and a road kink, which screens the whole site from public view. Only a narrow unpaved footpath is open to the public and leads through Deangarden Wood. The footpath separates two individually fenced-off areas: the main site and the Eaker Estate (described below).

4.3.7 It is comprised of three main areas:

The Technical Quarter, which forms the majority of the site and it is occupied by a number of warehouses and low prefabricated units used as offices, shops, leisure and care facilities. A portion of this area is occupied by the complex of the former boarding school: a 3 storey high classroom building, low single storey annexes, a sport hall and dormitory accommodation.

The Doolittle Estate, a recently built high quality residential area to the south of the site, immediately adjacent to Daws Hill Lane. Housing units are large, single storey buildings dispersed in landscape with spectacular mature trees. The original twin units have been altered so that each building now has a single dwelling and much more spacious accommodation. Most units retain the original double entry doors. Density is very low (around 7 dwellings per hectare), and a covenant imposes demolition if the units were to come to the open market.

The Eaker Estate is physically part of the Abbey Barn South site and had been acquired for low density residential units (built on UK housing models), playing fields and a primary school, now demolished. The area is at ridge level and has only attractive trees at its edges, consistent with the former agricultural use. It is dependent for access on the rest of the site.

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4.3.8 Most of the buildings of Daws Hill are of utilitarian quality and built to American specifications. Viable reuse is likely to be limited, and values are likely to be increased by limiting it to:

The housing of the Doolittle Estate, provided that densities can be increased to an acceptable standard by recreating the twin dwelling arrangement and through selective infill.

The main boarding school building, subject to detailed building condition survey to convert standards and facilities to satisfy UK regulations.

Tennis courts and other open space recreational facilities.

4.3.9 The Air Cadets meeting rooms will need to be reprovided within the vicinity (1 mile). Association with other community use could be considered.

Landscape

4.3.10 Daws Hill is an urban site but with a strong landscape structure, gently sloping across the ridge of Deangarden Wood. The majority of the landscape within the site comprises groups of mature trees (beech, limes, maples, etc) set on mown lawns in between buildings. In some areas, such as the Doolittle Estate and the school area, the tree cover can be substantial and of good landscape value.

4.3.11 The northern boundary of the site has richer mixed shrub and tree woodland, gradually merging into the adjoining Wood. A tree survey prepared by the Defence Estates indicates this area as the one of highest arboriculture quality.

4.3.12 Outward views are very limited, comprising views onto the adjoining housing estate and narrow views into the town centre valley from the edge of the school building area. There are no views to the Abbey. From Daws Hill Lane, there could be views through the trees across the Doolittle housing, if not for a tall wooden fence screen. The unpaved footpath to the east of the site is mostly self contained by hedgerows, scrub and trees, with only the occasional view, mainly towards the east.

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Figure 4.2: Daws Hill site

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4.3.13 Within the site, views are contained by the building development and the site’s intricate subdivisions, so that there are limited open views across the whole area, with the exception of the diagonal Kennedy Avenue, which constitute a visual as well as functional spine across most of the site.

4.3.14 The site is visible from the Area of Outstanding Natural Beauty to the south of the M40. Views are not very prominent and contained within the High Wycombe urban envelope.

Natural and historic environment

4.3.15 The majority of the site is designated as ‘urban’. Grade 4 agricultural land is located to the northern boundary.

4.3.16 An initial Land Quality Assessment notes that there are potential contamination risks associated with asbestos in existing buildings and hydrocarbon contamination confined to a small area. This contamination is of low significance.

4.3.17 Daws Hill is partly included within an Air Quality Management Area (AQMA) which covers receptors within a 30 metres distance either side of the M40 Motorway. Road traffic noise from the motorway is likely to have an impact on the southern parts of the site. Mitigation measures will need to be included within any development of the area.

4.3.18 An ecology survey was undertaken for the Daws Hill site during the spring-summer of 2008 (published in August 2008). It identified that there are a number of mature and semi-mature trees (mostly beech – Fagus sylvatica) within the site that are of high or medium value, although none are subject to Tree Preservation Orders. There was also no definitive evidence of protected species on site, although appropriate habitats for badgers and bats were identified.

4.3.19 There are a number of non-statutory nature conservation sites (five Biological Notification Sites and one Local Wildlife Site) located in close proximity to the site (within 500m). Redevelopment of the site is unlikely to have a direct impact on such sites, although there could be potential for indirect impacts if suitable mitigation methods are not employed.

Abbey Barn South4.3.20 Abbey Barn South is a large field (35 ha approximately) bounded by Daws Hill to the west, the M40 motorway to the south and Deangarden Wood to the north. It is adjacent to the site of the grass ski slope, where a Snowdome and associated leisure has been proposed. The access to this development will be contiguous to Abbey Barn South site.

4.3.21 A wide double avenue of mature trees, a vestige of the formal Ride to the gardens of Daws Hill House from the south east, occupy the southern portion of the site. To the south of it is a narrow sliver of land, which is heavily affected by motorway noise.

4.3.22 A telecom mast is located at the south-eastern edge of the site. The mast is visible from the town centre, the railway, as well as from Daws Hill and the motorway.

4.3.23 The potential to introduce access for development purposes is limited to a single side on Abbey Barn Lane. A secondary access through the Daws Hill site will be required.

Landscape

4.3.24 The site is a plateau landscape which can be clearly divided into two distinct areas. To the north is an area of predominantly open farmland set in undulating terrain. The arable fields are large, regular and bounded by post and wire fencing with only the occasional remnant of former hedgerows. To the south this farmland gives way to a landscape of mature trees and pasture that is very distinctive. It is dominated by a broad landscaped ride bounded by a double avenue of mature lime trees and densely vegetated spinneys regularly spaced along either side of the lime avenue. It


Figure 4.3: Abbey Barn South

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is a strong remnant landscape feature associated with Daws Hill House, former residence of the Caringtons and now part of Wycombe Abbey School. All trees are protected by group Tree Preservation Order and the feature is described in the register of Listed Parks and Gardens.

4.3.25 The Ride is described in the English Heritage Register of Parks and Gardens of Special Historic Interest in connection with the Wycombe Abbey grounds. It reads:

Some 700m south-east of Daws Hill House, a mature double avenue of lime trees flanked by large roundels of mature trees stands in parkland, extending for a further 750m south-east before terminating at the M40 motorway. The avenue lies outside the area here registered but was formerly connected to the landscape immediately surrounding the House by a drive through the woodland and parkland which extended down the centre of the avenue. The area is now (1997) cut off from the House by a USAAF Air Base, but was planted in the early C20 around the time that Daws Hill House superseded the Abbey as the Carington’s main residence on the estate.

4.3.26 The southern arable part of the site gently falls towards Deangarden Wood with a pronounced dry valley running north-south across its centre. The area of parkland to the south is essentially flat.

4.3.27 Despite the elevated location of this site, there is little sense of openness and exposure, due in the main to the high cover of trees and woodlands which inhibit most outward views. Although mostly rural in character, it exhibits evidence of urban influence, notable the prominent radio mast, the dry ski slope, and traffic noise from the adjacent M40.

4.3.28 The Ride and Deangarden Woods shelters the site from view from either the town centre and the AONB south of the motorway. The eastern edge of the site is visible from the M40.

Natural and historic environment

4.3.29 The site includes significant areas of Grade 2 and 3A agricultural land – the best and most versatile agricultural land . The Ride is protected by a group Tree Preservation Order, however the trees and shrub formation are ageing and have been poorly maintained. A programme of rejuvenation and selective planting will be required to secure the future of this feature.

4.3.30 Abbey Barn South is partly included within an Air Quality Management Area (AQMA) which covers receptors within 30 metres distance either side of the M40 Motorway. Road traffic noise from the motorway is likely to have an impact on the southern parts of the site and the Ride, which is anyway protected from development.

4.3.31 An ecological study, including Phase 1 habitat survey was undertaken by consultants appointed by the landowner in July 1998. Further survey work is to be undertaken during 2009.. None of the land identified within the site bears any designations for its nature conservation value.

4.3.32 The site is predominately arable fields and grassland fields which have been improved for pasture and amenity. Of particular merit at the time of the survey were three species-rich hedgerows which could be defined as ‘Important Hedgerows’ under the Hedgerow Regulations (1997). These hedgerows should be surveyed as they may merit protection from development.

4.3.33 A small area of Deangarden Wood protrudes into the north east of the site. This area contains a nationally rare plant – woodland barley (Hordelymus europaeus) and a 15 metre buffer zone around this area is proposed to ensure its protection.

4.3.34 Further survey work is required for bats, badgers, birds and invertebrates to establish eventual protection measures.


4.3.40 Views within the site are mostly open with only local containment afforded by the hedgerows and scrub. Outer views to the south, east and west are contained by the rising ground, and trees and woodland on the ridgeline above.

4.3.41 Despite the quality of its woodland setting, the scrubby grassland, rough horse-grazed pastures, neglected fencing and localised tipping all contribute to an impression of disrepair and neglect.

Natural and historic environment 4.3.42 Abbey Barn North is classified as mainly Grade 4 agricultural land but with smaller amounts of higher grade land. Part of the site is also classified as a Biological Notification Site

4.3.43 An ecological study has been carried out on Abbey Barn North by consultants appointed by the Local Authority in March 2000, which comprised of a detailed and extended Phase 1 habitat survey. The survey provides an indication of the sensitive ecological nature of the site.

4.3.44 A number of habitats of high ecological value were found on the site, as well as scrub, calcareous grassland and tall herbs, including

Unimproved calcareous grassland

Broadleaved woodland

Species-rich hedgerows

4.3.45 The survey identified the preferred development area which would have least ecological impact. The developable area that was identified amounted to 3.42 ha and located to the south east of the site. However, it excludes the broadleaved woodland located at the junction at Wycombe Marsh.

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Abbey Barn North4.3.35 Abbey Barn North is a 11 ha farm located at the bottom of the valley at the top of Abbey Barn Lane towards Wycombe Marsh. It is bounded by the Deangarden Rise housing development to the north, Deangarden Wood to the west and the ski slope and Abbey Barn Lane to the south and east.

4.3.36 The site is isolated: it has a narrow entry point and it is entirely concealed from view, as it is set within a bowl in the topography and it is screened by housing and the former railway line.

4.3.37 Abbey Barn Lane has a dangerous bend in correspondence of the former railway bridge. Proposals to ease the road conditions would involve land take from this site. Such a link could potentially provide improved access to the site.

Landscape

4.3.38 Set within a natural bowl or amphitheatre, this elevated site is strongly enclosed on three sides by steeply rising, scrub-lined slopes and is dominated by expansive elevated views out across the Wycombe Valley and open countryside to the north. The high cover of surrounding trees and woodlands give an overall wooded appearance to the hillside especially when viewed from the opposite side of the valley.

4.3.39 The site comprises predominantly rough grassland with regenerating woodland scrub on the higher slopes and an area of abandoned allotments and rough pastures on the lower-lying land. It contains a number of sensitive habitats. Of these, the basic grassland which covers much of the western part of the site is the most valuable and merits designation as a Biological Notification Site. However, in the absence of appropriate management, its existence is under threat from the processes of natural woodland succession. In addition to its intrinsic value, this site is also part of the green corridor linking Deangarden Wood to the abandoned railway corridor, woods and farmland to the east.

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4.3.46 Mitigation measures were identified within the survey as follows:

Provision of open space within the developable area to reduce pressure associated with leisure activities on the retained calcareous grassland outside the developable area.

A buffer zone of open space.

Hedges and broadleaved woodland within the developable area to be retained and enhanced.

Strong woodland corridor maintained along Abbey Barn Lane.

4.3.47 A subsequent botanical survey undertaken in August and September 2000 identified that the grasslands of the proposed developable area were more species rich than identified by the October 1999 survey. Signs of two protected species were identified – badger and viviparous lizard, mostly on the northern valley side which is not grazed. The report recommends that further bird surveys are carried out as various birds species listed under the UK Biodiversity Action Plan might winter on the site due to the favourable habitat.

4.3.48 A badger survey was undertaken in February 2000, which concluded that there were no badger setts within the development area. There are also no setts within a 50m boundary of Deangarden Wood with the development area. However, the site is used by foraging badgers from Barrowcroft Wood. A number of mitigations measures are proposed, including retaining hedgerows as detailed by the ecological assessment and providing a badger tunnel, fencing and corridor to foraging areas.

In spring 2009 WDC initiated a landscape and ecological review of the site.

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PART TwO: Option Development


5.Option development and assessment

5.1 Process and method5.1.1 Option development started by exploring site capacity and identifying land uses on the basis of strategic policies and criteria for the M40 Gateway as a whole and the M40 Gateway Vision and Options Paper (David Lock Associates, 2005), followed by successive refinements, assessment and consultation before consolidating in a preferred option.

5.1.2 In summary, options were considered in the following key stages:

Initial Options – identified in summer 2008 on the basis of identified strategic objectives (see Section 2) and the M40 Gateway Vision and Options Paper. These proposals were discussed with officers and members at Wycombe District Council, and considered in light of the identified strategic criteria and assessed via the Sustainability Appraisal (SA, see Appendix 4).

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Emerging Options – designed in autumn 2008 as a response to the selection of the initial stage. These options where assessed against strategic and sustainability objectives (although a fresh SA was considered unnecessary), public consultation response and implications for transport.

Preferred Option – developed in Spring 2009 and resulting in the refinement of previous options in consultation with planning, urban design, transport, landscape, community infrastructure and conservation officers at WDC and transport officers at BCC. A Sustainability Appraisal has been carried out to inform the final design.

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5.1.3 The site landowners and prospective developers have been involved at all key design stages and have been offered the opportunity to comment and help refine the final proposals. Other key stakeholders, such as the Roman Catholic Schools of St Bernard’s and St Augustine’s in Daws Hill Lane, the Wycombe Abbey independent school and the Highway Agency, have been contacted at all key stages of the study and their recommendations and inputs addressed before finalising the framework.

5.1.4 Particular attention has been paid to the investigation of transport solutions for the site. However, no final package of transport measures has been identified as the transport demands of the site merge with pre-existing road network constraints and with general growth in strategic transport requirements, which are independent of the demand of the site itself. For this reason, transport solutions are identified as follows (and described more fully in Section 13):

On site transport requirements;

Sustainable transport solutions (on and off site) consisting of extensive investment in public transport, and walking and cycling connections to the town centre and the M40 Gateway Area (including future Park and Ride and Coachway);

Alternative off-site highway solutions, to be finalised as part of the study of strategic transport for High Wycombe as a whole.

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5.2 Assessment criteria5.2.1 Option development emerged from the successive assessment of the different sets of criteria identified below.

Strategic objectives

5.2.2 These are derived from key policy objectives as described in Section 2. They have been used to identify the long list of Initial Options, and are therefore at the foundation of the study. They are:

Improved gateway - The need to improve and intensify this gateway location to the town from the M40 to help transform its image to visitors and potential investors.

Medium term small scale offices- The provision, in the medium term of an increase in the supply of high quality office space within Wycombe to meet anticipated demand from key growth sectors and maintain an sustainable employment and housing balance.

Long term business space - The potential to provide for longer term (post 2016) demand for high quality business space to meet wider sub-regional requirements to accommodate levels of growth anticipated in the Western Corridor and Blackwater Valley.

Housing - A significant contribution to the overall delivery of the required number, type and mix of housing to support the sustainable growth of the town in accordance with regional and local objectives.

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Traffic congestion in town - The need to address traffic congestion in and around the sites and the town as a whole as part of a town-wide transport strategy and through local enhanced provision by a range of modes of transport, capitalising on the proposed new Regional Coachway/improved Park and Ride at Handy Cross.

Enhanced public transport - Enhanced bus services to the M40 Gateway area, driven by high quality infrastructure and increased patronage.

Open space - The provision of formal and informal open space to address existing deficiencies and provide publicly accessible leisure opportunities.

Local centre - The scope for creation of a local centre or hub of community and proximity retail facilities to serve the new development and the existing residential neighbourhoods.

Sustainability Appraisal5.2.3 The Sustainability Appraisal adopts the sustainability framework criteria as set out in the Sustainability Appraisal of Preferred Options Site Allocations Document (Feb 2007). The appraisal consists of the assessment of 20 different sustainability objectives under the main headings of social, environmental and economic effects. Each option is assessed against each of the objectives and scored on a 5-point scale from Major Positive Impact to Major Negative Impact. Comments and recommendations under each of the sections have informed the following master plan stages.

5.2.4 The 20 criteria are included in the table below, while the full appraisal is included in the Appendix 4 to this report.

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10 To protect & enhance the landscape & townscape character of the District & in particular, those areas of designated importance

11 To conserve & where appropriate enhance the historic environment

12 Minimise waste & then re-use it through recycling or composting or recovering energy from waste that has not been recycled or composted

13 To conserve soil resources & quality

14 To improve the efficiency of land use through the re-use of previously developed land

15 To minimise the risk of flooding (in relation to both new & existing development)

16 To encourage economic growth & competitiveness

17 To achieve a broad balance in the growth of housing, population & employment

18 To encourage a diverse economy including a vibrant & sustainable tourism sector

19 To develop & maintain a skilled workforce to support long-term competitiveness of the District

20 To reduce levels of social polarisation & levels of deprivation

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Public and stakeholders’ consultation5.2.5 The development of the preferred option has been heavily influenced by public and stakeholders’ consultation. Section 10 summarises the outcomes of the public consultation events and Section 11 shows how comments have been incorporated in the design.

1 To provide the residents of Wycombe District Council with the opportunity to live in a quality home

2 To reduce crime, fear of crime & antisocial activity through the creation of safer places to live & work

3 To improve accessibility to essential services & facilities & to provide opportunities to obtain good access to high quality health, education, recreation & other community facilities & services

4 Encourage a sense of community identity & welfare

5 Improve & maintain health & well-being of the population & reduce inequalities in health

6 To reduce contributions to climate change through:

Sustainable building practices

Maximising the potential for renewable energy & energy conservation

7 To encourage the use of sustainable methods of transport to reduce negative effects on the environment

8 To provide for sustainable levels of water use, supply & management, including quality of water sources

9 To maintain & enhance biodiversity, flora & fauna & avoid irreversible losses

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The options were tested against 20 sustainability objectives as follows:


6.Initial options6.1 Overview

Vision and Options Paper6.1.1 David Lock Associates prepared in 2005 a Vision and Options Paper for WDC for the wider M40 Gateway Area. The Vision identified the difficulty of improving connections in this area and considered a range of land uses which could reinforce the gateway location. In summary the following options were considered:

1. Improvement to the existing network, without radical interventions; development of the Coachway and Park and Ride to the south of the M40; consolidation of employment at Cressex Business Park and Johnson & Johnson, Sports Centre moved to Cressex Island site, employment and hotel on Sports Centre site and housing at Daws Hill and Abby Barn sites.

2. Introduction of an east-west link feeding off Handy Cross junction to serve the sites immediately

adjacent, allowing improved access efficiency and leisure and employment uses; Daws Hill and Abbey Barn sites are identified for primarily residential development. Subsequent investigation of the proposed highway modification has concluded that this option is not deliverable.

3. Creation of a new southern connection parallel to the M40 and directly linking through the Sport Centre site and highway maintenance depot; development of the Coachway and Park and Ride to the south of the M40; commercial leisure on the Cressex Island site and hotel and sport on the Sports Centre site; Daws Hill primarily residential; Abbey Barn South part employment and residential; Abbey Barn North small scale residential.

4. Creation of two southern links, east and west of the A404 and south of the motorways; development of the Coachway and Park and Ride to the south of


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the M40; with a stadium and sport centre on the Abbey Barn South site and employment uses in the sites adjacent to Handy Cross; potential long term development of the Air Park site.

6.1.2 The Vision and Option Paper’s four options linked highway development and a range of land uses. Delivery and balance between infrastructure costs and development scale were not considered at that stage. A subsequent investigation of infrastructure options (Peter Brett Associates, 2006) consolidated the highway options in local improvements and southern link road. These were taken forward and further studied as part of this report.

6.1.3 The Initial Options of this study considered all land use options put forward by the Vision and Options Paper.

Initial Options6.1.4 Six strategic options were initially prepared to

take forward the initial Vision and with the purpose of exploring the development potential of the three sites. Particular attention was paid to the scope for synergies in terms of land use, landscape and accessibility. Significantly, the options have also been generated with the aim to identify ways by which development can strengthen High Wycombe’s position as a Regional Hub and a focus for the District.

6.1.5 The six options set out below are as follows:

1. Brownfield housing-led development

2. Housing-led development

3. Business Campus development

4. Housing/employment/education mixed-use development (A)

5. Housing/employment/education mixed use development (B)

6. Leisure-led development

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6.2 Option 1: Brownfield housing-led development

OPTION 1 – BROwNFIELD HOUSING-LED DEVELOPMENT

creation of an attractive enclosed residential area where a variety of housing types can be provided, within the mature green environment.

DescriptionMedium density development concentrated on the brownfield site of Daws Hill and Eaker Estate. Development to comprise primarily housing, but ideally including a primary school, doctor’s surgery, local shops, recreational facilities and play space at Daws Hill.

Small scale and complementary development in Abbey Barn South.

Two access points on Daws Hill Lane.

Potential link to Abbey Barn South safeguarded.

Other M40 Gateway related developmentsWycombe Marsh redeveloped for medium-high density housing with affordable component.

Park and Ride and Coach Interchange and Sports Centre at Sports Centre site.

Mixed commercial development on Cressex Island.

Development quantities500 - 800 residential units (with up to 120 flats in mixed use area)

6,000 - 8,000 sq m GFA mixed use non-residential space (1,000 sq m retail, 2,000 sq m social facilities, 5,000 sq m small business units)

Primary school

Tennis courts retained and new recreational facilities.

Open space and sport requirements in adjoining sites.

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Assessment of strategic objectives6.2.1 This option will allow the redevelopment and regeneration of an underutilised site, and therefore contribute to the enhancement and promotion of the M40 Gateway. However, because of its scale, this option provides limited contribution towards economic and infrastructure priorities and M40 Gateway aspirations, particularly in terms of:

No contribution to the medium term or longer term provision of high quality office space.

Moderate traffic impact, but also limited scope for contribution to general transport improvements and insufficient development to support high frequency public transport service.

Likely reliance of this development on car journeys and potentially higher commuting to work pattern, capitalising on the closeness to the motorway rather than the town centre. This could result in a weaker social network and participation in the life of the town.

Insufficient critical mass to establish vibrant mixed use local centre and sustain primary school.

Open space is likely to be limited and will need to be potentially provided off site.

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Sustainability appraisal summary

Social

6.2.2 This option would provide the least residential development as it excludes Abbey Barn North and Abbey Barn South (apart from open space provision). This option will therefore have a more limited impact on the provision of significant affordable housing. Contributions towards community facilities will not be as substantial as other options, however, it does include provision of a primary school (although external funding are likely to be required, as the scale of the development will be insufficient to justify the requirement).

Environment

6.2.3 This option excludes Abbey Barn North and Abbey Barn South (except for open space) from the development area and therefore results in the least negative environmental impact of all other options. Buffer zones will be required for the Daws Hill site adjacent to Deangarden Wood.

6.2.4 It would be difficult to provide high quality Public Transport service for this option as patronage would be low. Traffic impact for this option is the lowest compared to all other options, although limited scope for offsite contributions.

Economic

6.2.5 This option provides the least employment development of all the options and therefore it has limited positive effects on economic objectives. There is a limited contribution to adding to the labour force during construction.


Other considerations6.2.6 This option has the clear benefit of limiting development to brownfield sites only and providing a development form which is consistent with the surrounding area. However, should the greenfield sites be required at any time in the future, the development of Daws Hill in isolation will fail to consider wider synergies and potentially result in an isolated residential neighbourhood, which is necessarily reliant on the surrounding area for basic services, rather than providing support and benefits to its surroundings.

6.2.7 The reduced scale, in particular, will result in limited contribution towards sustainable transport solutions; patronage to public transport; potential community and recreational facilities. Moreover, it will be necessary to establish a secondary access point on Daws Hill Lane and safeguard an access point to Abbey Barn South, should this site be reconsidered in the future.

6.2.8 Open space provision will be small scale and only locally significant, if off-site provision is not secured. , and whilst still feasible on a site of this scale, provision of CHP would not benefit from efficiencies related to a more extensive network and range of uses potentially arising from the development of a wider area.

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6.3 Option 2: Housing-led development

OPTION 2 – HOUSING-LED DEVELOPMENT

creation of a new neighbourhood arranged around a mixed use heart and a public transport spine.

DescriptionMedium density development of Daws Hill and Abbey Barn South and North primarily for housing, including a primary school, doctor’s surgery, local shops, park. Mixed use and employment provision on Daws Hill and Abbey Barn South.

Dual access from Daws Hill Lane and Abbey Barn Lane.


Major leisure, residential and retail development to the west of the Gateway.

Park and Ride and Coach Interchange at Sport Centre site.


Development quantities1,200 - 1,500 residential units (including 200 flats in mixed use area)

22,500 sq m GFA mixed use non-residential space (3,000 sq m retail, 5,000 sq m social facilities, 20,000 sq m mixed business units)

Primary school

Tennis courts, baseball pitch retained and new recreational facilities.

150,000 sq m open space/ nature reserve

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Assessment of strategic objectives6.3.1 This option will allow the redevelopment and regeneration of an underutilised site, and proposes substantial development on an agricultural green field site outside the Green Belt. It contributes to the enhancement and promotion of the M40 Gateway through intensification and development. Moreover, it brings substantial strategic benefits in terms of housing mix and range, open space and support for sustainable modes of transport. These amenities are likely to be of sufficient scale to encourage use and patronage by nearby residents. It also creates a mixed use local centre with shops, community facilities and offices. However, this proposal has the following weaknesses:

Significant highway infrastructure impact, with improvements and contributions to be determined.

Business space format unlikely to attract major occupiers and too large for expanding local companies.

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Social

6.3.2This option will maximise residential development, providing the greatest opportunity to deliver a range of housing types and affordability levels. It also includes the provision of a primary school and would generate a significant developer’s contribution to community facilities as compared to other options.

Environment

6.3.3 There is a negative impact particularly associated with Abbey Barn North included as part of the development area. This site contains a designated Landscape Area and also ecological important areas (Biological Notification Area). Provision of open space within the developable area and buffer zones will need to be included to reduce pressure on the retained calcareous grassland.

6.3.4 In addition, buffer zones will be required for Daws Hill and Abbey Barn South adjacent to Deangarden Wood.

6.3.5 Public transport should be included as a way to mitigate against the current poor public transport service in the study area. Traffic impact would not be as substantial as options with high levels of employment uses during peak times; they will be, however, significant and requiring substantial mitigation.

Economic

6.3.6 This option creates some employment and therefore it will have positive effects on economic objectives. It also contributes significantly to the labour force during construction.


Other considerations6.3.7 This form of development is likely to generate the highest returns and therefore it is more likely to generate support and financial contributions towards social infrastructure and public transport. It also has the potential to deliver energy efficiency measures, although a CHP solution will need more diversity of uses to maximise efficiency.

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6.4 Option 3: Business campus development

OPTION 3 – BUSINESS cAMPUS

creation of a new district centre and a significant number and range of jobs.

DescriptionMedium density development of Daws Hill primarily for housing, including a primary school, doctor’s surgery and play space. Abbey Barn South redeveloped with a mixed use focus and business campus use on a pre-let arrangement. Associated medium-high density residential, local shops, park.

High frequency public transport. Main access from Abbey Barn Lane.

Residential development in Abbey Barn North.


Major leisure sport facility and associated enabling residential and retail development to the west of the Gateway.



Development quantities900 -1,200 residential units (350 flats in mixed use area)

60,000 - 80,000 sq m GFA prime business uses (few single occupiers).

10,000 - 20,000 sq m GFA mixed use non-residential space (6,000 sq m retail, 3,000 sq m social facilities, mixed business units)

Primary school

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150,000 sq m open space / nature reserve

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Assessment of strategic objectives6.4.1 This option will allow the redevelopment and regeneration of an underutilised site, and proposes substantial development on an agricultural green field site outside the Green Belt. It makes a major contribution towards priorities and establishment of the Gateway as a new destination and economic driver in the town, through a significant provision of primary office space able to attract a major investor or a cluster of companies.

6.4.2 Moreover, it brings substantial strategic benefits in terms of housing mix and range, open space and support for sustainable modes of transport. It also creates a significant mixed use centre with shops, community facilities and further small scale offices, These amenities will be of sufficient scale to encourage use and patronage by nearby residents.

6.4.3 However, this proposal will need to consider the resulting significant highway infrastructure impact, likely to require large-scale investment to support the new ‘gateway access’ both for access and commercial reasons.


Social

6.4.4 This option will provide a significant amount of housing but also employment development. This will create a positive contribution towards affordable housing and also contributions towards community facilities, including a primary school, although not as substantial as Option 2.

Environment

6.4.5 This option will result in a negative environmental impact, as it would generate the most number of trips in the AM and PM peaks as compared to other options, therefore creating an unacceptable impact on the existing transport network. The inclusion of additional public transport services in this option will mitigate against the current poor public transport service in the study area.

6.4.6 Abbey Barn North site is included as part of the development area. This site contains a designated Landscape Area and Biological Notification Area. Provision of open space within the developable area and buffer zones to reduce pressure associated with leisure activities on the retained calcareous grassland should be incorporated into the overall design. Buffer zones will also be required for Abbey Barn South adjacent to Deangarden Wood.

Economic

6.4.7 This option provides for substantial employment development and therefore it has a major positive effect on economic objectives as compared to all other options. Should it be possible to include education and skill training as part of the business campus, this would provide a major positive contribution to the quality of employment opportunities and social development.


Other considerations6.4.8 This option proposes the creation of a new destination/ district centre, which will generate activity on site throughout the day, thus maximising efficiency of public transport and CHP energy generation. However, the amount and type of mixed use facilities may have a detrimental effect on other centres and attract more traffic to the area.

6.4.9 The concept of a large scale business campus is likely to require a pre-let arrangement with major inward investors. This will leave the site vulnerable to an uncertain property market, with the risk that failure to identify and attract suitable large scale occupiers would lead the site being vacant for a considerable time. Moreover, this development is likely to require significant pump priming and marketing of the town as a office destination.

Traffic impact and major highway infrastructure investment and the potential requirement of a new access road directly linked to motorway may affect the deliverability of this option in the current format.

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6.5 Option 4: Housing, employment and education mixed use development (A)

OPTION 4 – HOUSING, EMPLOyMENT AND EDUcATION MIxED USE DEVELOPMENT (A)

Relocation of John Hampden School and redevelopment of their site for offices. creation of a new destination around the access on Daws Hill Lane, with a smaller cluster of office uses, a mixed area and education all within walking distance.

DescriptionMedium density development of Daws Hill primarily for housing, including a primary school, doctor’s surgery, local shops and play space. Abbey Barn South redeveloped to incorporate a relocated John Hampden Grammar School, relocated from Marlow Hill .

Park and playing field comprehensively designed. Associated residential.

Good frequency public transport.

Primary access from Daws Hill Lane.


Other M40 Gateway related developmentsJohn Hampden Grammar School site redeveloped as prime business space including approximately 110,000 sq m GFA office quarter.

Wycombe Marsh redeveloped for medium-high density housing with affordable component.


Park and Ride and Coach Interchange at Sports Centre site.


Approximate development quantities800 -1,000 residential units (190 flats in mixed use area)

Approximately 110,000 sq m GFA prime business space on Marlow Hill

Up to 25,000 sq m GFA of office space along Daws Hill Lane

10,000- 15,000 sq m GFA mixed use non-residential space (5,000 sq m retail, 3,000 sq m social facilities, small business units)

Primary school

Relocated grammar school


150,000 sq m park and pitches / nature reserve

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Assessment of strategic objectives6.5.1 This option makes major contributions towards priorities and establishment of the Gateway as a destination, by both intensifying uses along Daws Hill and Abbey Barn, but also by strengthening the employment role of the Marlow Hill area. The majority of the office component is proposed to be directly located at the Gateway, creating a new frontage on Marlow Hill , and transforming the sense of arrival into the town. Employment at this location will be better served by existing access arrangements and will be more resilient to the property market.

6.5.2 The mix of uses (including a new primary and a relocated secondary school) will be capable of establishing the area as an attractive, well served part of town, encouraging the creation of a distinctive living environment with a variety of quality services and open space within a very attractive setting. These amenities will encourage use and patronage by residents from the wider southern sector of the town. Public transport will be well supported by the proposed mix of uses.

6.5.3 However, this proposal may not be deliverable because of the legal and financial requirements linked to the school relocation, making this a high risk strategy, unlikely to be welcomed by the school.


Social

6.5.4 This option will provide for a substantial residential development although not on the same scale as option 2. The option includes the provision of a primary school and a secondary school (relocation of John Hampden Grammar School) and would also generate developer contributions for additional community facilities.

Environment

6.5.5 The option will generate a significant amount of additional trips in the AM and PM peaks on Marlow Hill and Daws Hill Lane, therefore creating a very significant impact on the existing transport network, potentially including the Handy Cross motorway junction, which is likely to raise significant issues with the Highway Agency. Public transport, however, has great potential to succeed as an efficient mode of transport for this development, as the offices will strengthen existing routes and the secondary school would generate high bus patronage to Abbey Barn South. This option therefore has the best chance of bus services being maintained beyond any pump priming period.



Economic

6.5.7 This option suggests to develop sites along Marlow Hill for employment uses, creating an employment gateway into High Wycombe from the Handy Cross Junction, thus strengthening the economic role of the town. It also generates additional employment directly linked to the relocation of John Hampden School and has major positive effect on economic objectives. New school facilities combined with other community venues (i.e. hall, open space/sports pitches etc) maximise the usage and outreach of the provision.

Other considerations6.5.8 The development is uncertain, due to the likely difficulties of relocating John Hampden School. It is likely to require significant infrastructure investment and land equalisation agreements between the land owners, as well as public funding towards the school development.

6.5.9 Moreover, the large scale business campus on Marlow Hill, although more resilient because of its prime location, is likely to require a pre-let arrangement with major inward investors. This will leave the site vulnerable to an uncertain property market, with the risk that the site remains vacant for a considerable time. Furthermore, this development is likely to require significant pump priming and marketing of the town as a office destination.

6.5.10 John Hampden School have not been contacted to verify their intentions. However, the education authority, BCC, have expressed reservations regarding this option as recent investment in the school means that there is no immediate advantage in the relocation and provision of new buildings.

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6.6 Option 5: Housing, employment and education mixed use development (B)

OPTION 5 – HOUSING, EDUcATION AND EMPLOyMENT MIxED USE DEVELOPMENT (B)

Relocation of St Bernard’s and St Augustine’s Schools and redevelopment of their site for a variety of uses including offices. creation of a new destination around the access on Daws Hill Lane, with a smaller cluster of office uses, a mixed area and education all within walking distance.

DescriptionMedium density development of Daws Hill primarily for housing, including a primary school, doctor’s surgery, local shops and play space. Abbey Barn South redeveloped to incorporate the relocated Roman Catholic (RC) Schools currently off Daws Hill Lane (ie St Bernard’s and St Augustine’s). Park and playing field comprehensively designed. Associated residential.

High frequency public transport.



Other M40 Gateway related developmentsRC Schools site redeveloped as prime business space and residential. Wycombe Marsh redeveloped for medium-high density housing with high affordable component.




Development quantities800 -1,000 residential units (190 in mixed use area)

Approximately 60,000sq m GFA mixed use campus on schools site, including prime business space

Up to 25,000 sq m GFA of office space along Daws Hill Lane

10,000 - 15,000 sq m GFA mixed use non-residential space (5,000 sq m retail, 3,000 sq m social facilities, small business units)

Primary school and relocated RC Schools, with potential common facilities



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Assessment of strategic objectives6.6.1 This option, similarly to Option 4, makes major contributions towards priorities and establishment of the Gateway as a destination, by both intensifying uses along Daws Hill and Abbey Barn, but also by strengthening the employment role of the Handy Cross/ Sport Centre area through the development of the Catholic schools site, where the majority of the office component is proposed to be located. This will create a strong synergy with the proposed Coachway/ Park &Ride, office and sports centre development off Handy Cross. Employment at this location will be better served by existing and planned access arrangements and will be more resilient to the property market.

6.6.2 The mix of uses (including a new primary and the relocated Catholic primary and secondary schools) will be capable of establishing the area as an attractive, well served part of town, encouraging the creation of a distinctive living environment with a variety of quality services and open space within a very attractive setting. These amenities will encourage use and patronage by residents from the wider southern sector of the town. Public transport will be well supported by the proposed mix of uses.

6.6.3 This proposal may not be deliverable because of the financial requirements linked to the schools relocation, making this a high risk strategy. However, initial contact with the schools suggests that this option is worthy of further exploration, which could potentially generate the opportunity for attractive new premises and support the long-term development plan already considered by the schools.

6.6.4 This option would allow the creation of a public transport link to the south of Daws Hill Lane through the current St Bernard’s School grounds, and simultaneously address school related traffic problems on Daws Hill Lane, by relocating the schools and providing adequate parking.


Social

6.6.5 This option will provide for some additional housing although not as substantial as Option 2. The option includes the provision of a new primary school and relocation of the two Catholic schools. This is likely to affect the amount of other developer contributions for additional community facilities.

Environment

6.6.6 The option will generate a significant amount of additional trips in the AM and PM peaks at Handy Cross and Daws Hill Lane, even when taking account of the synergies provided by the new interchange hub of the proposed Coachway/ Park & Ride within walking distance of the proposed offices. The result will be a significant impact on the existing transport network. The secondary school and mixed use area in Daws Hill are likely to generate high bus patronage to Abbey Barn South and therefore have the best chance of services being maintained beyond any pump priming period.


Economic

6.6.8 This option suggests reinforcing Handy Cross for employment uses, creating an employment gateway into High Wycombe, thus strengthening the economic role of the town. It also generates additional employment directly linked to the relocation of St Bernard’s and St Augustine’s Schools and has a major positive effect on economic objectives. New school facilities combined with other community venues (i.e. hall, open space/sports pitches etc) maximise the usage and outreach of the provision.


Other considerations6.6.9 The development is uncertain, due to the likely difficulties of relocating the schools. It is likely to require significant infrastructure investment and land equalisation agreements between the land owners, as well as public funding towards the school development.

6.6.10 Moreover, the business and residential development replacing the schools, however more resilient because of its prime location, is likely to require a pre-let arrangement with major inward investors. This will leave the site vulnerable to an uncertain property market, potentially requiring significant pump priming and marketing of the town as a office destination.

6.6.11 The financial position in relation to the relocation of the schools is clearly a very important factor and it will be necessary to explore this with the schools, together with wider issues regarding the acceptability of the proposal. However any relocation would provide the schools with good quality premises, an accessible location, also including adequate parking provision and the opportunity to improve the efficiency of their operations.

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6.7 Option 6: Leisure-led development

OPTION 6 – LEISURE-LED DEVELOPMENT

creation of a leisure hub and a new destination of potential regional significance

DescriptionMajor ‘gateway’ entrance on Abbey Barn Lane, potentially with a direct link to the motorway, thus extending the vision for an image making, active gateway to High Wycombe.

Medium density development of Daws Hill for primarily housing, including a primary school, doctor’s surgery, local shops and play space.

Abbey Barn South redeveloped to provide for a major sport related leisure development, with leisure hub and (small) retail and parking in conjunction with Snowdome. Associated residential.

High frequency public transport. New road link and double access: from Daws Hill Lane for residents and day users, from Abbey Barn Lane for visitors to the leisure complex.


Other M40 Gateway related developmentsWycombe Marsh redeveloped for medium-high density housing with high affordable component.

No alternative major leisure sport facility elsewhere and progressive relocation of other destinations (cinema at Cressex Island, for example) onto the site.

Park and Ride and Coach Interchange at Sports Centre site.

Business-led commercial development on Cressex Island.

Development quantities1,100-1,200 residential units (300 flats in mixed use area)

10,000 -15,000 sq m GFA business space

15,000- 20,000 sq m GFA mixed use non-residential space (8,000 sq m retail, 5,000 sq m social facilities, mixed business units)

85,000 sq m plot for leisure uses

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Assessment of strategic objectives6.7.1 This option emerges from the Vision and Option Paper of 2005. It makes a major contribution towards the establishment of the Gateway as a new destination and driver in the town, through the creation of a large scale leisure hub of regional significance, potentially including major commercial venues such as a stadium. It will also allow the redevelopment and regeneration of an underutilised site, and proposes substantial development on an agricultural green field site outside the Green Belt.

6.7.2 Moreover, it brings benefits in terms of housing mix and range and open space. It also creates a vibrant new neighbourhood, subject to the leisure mix, which could potentially support sustainable modes of transport.

6.7.3 However, this proposal will need to consider the following impacts:

The significant highway infrastructure impact, likely to require large-scale investment to support the new ‘gateway access’ both for access and commercial reasons.

The possibility that the leisure hub creates negative competition with the town centre; and

That large scale venues have a negative impact on views from the AONB and town centre.

6.7.4 It should be noted that the recent planning application for a large Snowdome in this area has been refused planning permission (see Section 3), and the Council is progressing plans to retain a sports centre on its current site rather than relocate it to an alternative site.

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Social

6.7.5 This option will provide for significant additional housing. It includes the provision of a primary school only and will also generate developer contributions for additional community facilities.

Environment

6.7.6 This option would result in a negative environmental impact by including Abbey Barn North as part of the development area. This site contains a designated Landscape Area and also ecologically important areas (calcareous grassland). Provision of open space within the developable area and buffer zones to reduce pressure associated with leisure activities on the retained calcareous grassland will need to be incorporated into the overall design. Buffer zones would be required for Abbey Barn South adjacent to Deangarden Wood.

6.7.7 This option has the potential to generate a significant level of public transport patronage. Trips associated with a major commercial sporting venue are likely to take place at certain times of the week / year and may be able to be catered for through targeted travel planning measures, such as providing special event bus services linking the site with the rail station and Coachway.

Economic

6.7.8 This option provides a range of employment space, including leisure and office space and therefore it has a major positive effect on economic objectives as compared to other options.


Other considerations6.7.9 This option proposes the creation of a new leisure destination, which may generate activity on site through most of the day, thus maximising efficiency of public transport and CHP energy generation. However, the amount and type of leisure uses necessary to achieve a well used site may have a detrimental effect on the town centre and attract more traffic to the area.

6.7.10 The concept of a large scale leisure venue is likely to require a pre-construction arrangement with investors and significant enabling funds. This will leave the site vulnerable to an uncertain development, with the risk that the site remains vacant for a considerable time. Moreover, this development is likely to reduce the opportunity for other community investment provision.

6.7.11 Traffic impact and major highway infrastructure investment and the potential requirement of a new access road directly linked to motorway may affect the deliverability of this option.

6.8 Summary assessment and recommendations6.8.1 All six options seek to enhance the M40 Gateway as an identified Area of Change in the LDF Core Strategy. All six options also deliberately provide a mix of land uses to ensure that the sites do not become residential suburbs or employment sites poorly connected with their neighbouring areas and the rest of the town.

6.8.2 The mix of uses varies considerably between the different options, although all include a substantial element of residential use, which is essential both from a planning policy perspective and for economic viability.

6.8.3 The key issues emerging from the Sustainability Appraisal (see Appendix 4) and consideration of the strategic objectives have guided further elaboration of the options prior to consultation. Key issues to inform further option refinement and testing include:

Gateway

All options, with the exception of Option 1 and to a lesser extent Option 2, make a major contribution to the enhancement of the M40 Gateway as a vibrant area within High Wycombe.

Option 6 raises significant deliverability and transport issues, and potentially adverse impacts on the town centre. It would require the identification of a major operator and a detailed feasibility strategy. Because of its major implications, it should be discarded as part of this study.

Option 4 does not have the support of the education authority, raises potentially major highway issues close to Handy Cross and it is unlikely to be deliverable. It should not therefore be taken any further.

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Social

All options provide additional housing and affordable housing to meet, in a variety of degrees, the future needs of the town, Option 1 provides the smallest provision.

All options include the significant open space required to meet necessary standards and address existing deficits. Option 1, however, relies on off-site contributions to meet its full requirement, with a risk of small scale/ piece-meal provision. The other options are likely to include over-provision of open space within a large park (the Ride).

Environmental/Transport

Abbey Barn North is the most environmentally sensitive of the three sites. It is also the most difficult to effectively integrate into any comprehensive development scheme given its physical separation: not all options should include it as a development site.

The mix of land uses has a significant impact on the viability of alternative forms of renewable energy. The options incorporating a broad range of non residential uses are the most suited to the use of Combined Heat and Power (CHP). Conversely options 1 and 2 are least suited.

On-site renewable energy production may require extensive adoption of photovoltaic cells or the installation of wind turbines.

Any option to include transport infrastructure to the South of the M40 will encroach into the Green Belt and AONB (Options 3, 4 and 5). This will have a negative impact on the environment, and will impact on the options deliverability and phasing.

There will be a relationship between the type of development (in particular for those options with large scale employment floorspace) and the level of inward commuting and associated traffic congestion. A balance between land use and traffic generation must be identified.

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The traffic impacts associated with the options containing high levels of commercial development (Options 3, 4 and 5) are significantly higher than the other options and would require substantial highway infrastructure improvements.

Economic

Options, 3, 4 and 5 are capable of strengthening the town’s economy, however any employment related development of large scale must be underpinned by a sound economic strategy and proactive marketing. The level of employment indicated is significant and will require overcoming the current market perception of High Wycombe as an office location.

Options 3 and 4 are the most high risk strategy, because of the proposed scale of employment and associated transport infrastructure requirements.

Options 6 requires the identification of a major operator and needs significant highway investment. For these reasons it should not be progressed at this stage.

Options 4 and 5 are both based upon the relocation of existing schools onto the Abbey Barn South site to free up potentially more marketable / accessible land for major employment use closer to the Handy Cross Junction. The viability of the options is dependent on substantial recovery of the market and external sources of funding. Option 5 addresses some localised transport congestion issues.

Options 2 (Housing led) and 6 (Leisure led) do not propose a business campus, but nevertheless incorporate reasonably high levels of employment space.

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7.Further option development

7.1 Overview7.1.1.Two options emerged from the initial set, after client discussion and further exploration. The options were prepared with the objective of presenting them to the public in a series of meetings during October and November 2008. These are described below as Option A (primarily residential) and Option B (business campus).

7.1.2 In addition, consideration was given to a revised Option 5, involving relocation of the Roman Catholic Schools onto the Daws Hill/Abbey Barn area. Given the sensitivity of the issues involved, this was not subject to consultation at this stage, but discussions were held with the schools and further work undertaken on the potential viability of such an option. This is summarised In Section 8.1.


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and sustainable energy are all better enabled by a larger scale integrated development. Development of Daws Hill only (Option 1) would only partially contribute to the provision of facilities to the area and to an enhanced gateway. Therefore, it was agreed that for the purposes of this study the Daws Hill site should be considered a part of a larger development, of which it constitutes the first phase.

2. Abbey Barn North has a sensitive ecology and offers limited potential for development. Its contribution is essentially limited to the opportunity to create a safer road link and a limited amount of housing. An option that does not include the development of Abbey Barn North (but retains the improved road link) should be considered.

3. The leisure-led option (Option 6) and relocation of John Hampden School (Option 4) should not be taken forward because they are not likely to be viable and raise other significant delivery issues.

4. The exploration of opportunities to relocate the Catholic schools should continue in a private discussion with the schools and a viability test. Short term options to improve access to the schools should also be considered.

5. Different combinations of highway infrastructure investment and land use should be proposed. At least one option should not require the creation of a new link road south of the M40.

6. Sustainable transport links to the town centre via Wycombe Abbey school should be investigated.

Key recommendations from the previous stage

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Figure 7.1: Option A – Primarily Residential

OPTION A – Primarily Residential

A new medium density urban residential neighbourhood arranged around a significant mixed use heart and well served by public transport.

DescriptionIntegrated medium-low density development of Daws Hill primarily for housing, including a primary school, doctor’s surgery, local shops and play space and Abbey Barn South to provide low density residential and park and playing field comprehensively designed.

High frequency public transport along a structuring central spine.


No development in Abbey Barn North.

Development quantities450-500 dwellings in Daws Hill

750-800 dwellings in Abbey Barn South

Mixed use centre including 200 flats, 10,000-15,000 sq m of offices, shops and community facilities

Primary school

Large informal park and small scale pitches within the Ride

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Urban design 7.1.3 This option creates a new neighbourhood arranged around a mixed use heart and a public transport spine. There will be the potential to create a local destination as well as a distinctive living environment with a variety of quality architecture. The proposed public transport link will serve a much wider area which is currently underprovided, and reinforce the ties of the Gateway to the town centre.

7.1.4 The local park and recreational facilities will be of sufficient scale to encourage use and patronage by nearby residents. The employment component is likely to attract a range of local businesses, but will not be of a scale and format to draw inward investment.

7.1.5 The range of land uses makes limited contribution to the establishment of the M40 Gateway area as a prime area within High Wycombe. It will provide, however, a potentially highly sustainable pattern of residential accommodation. Densities will be more compact than existing development in the area, but still low rise.

7.1.6 The potential to integrate Abbey Barn North will be limited to improved road and public transport access. The site should reinforce linkages with the Wycombe Marsh development, if possible.

Planning 7.1.7 This option would provide the highest level of residential development, effectively providing for a major urban extension to the South of the town. It could also significantly contribute to any shortfall (qualitative or quantitative) in employment land provision in the town, primarily catering for growth of existing businesses.

7.1.8 In planning terms, the key considerations are likely to be related to the scale of development; the access to the site by sustainable modes – particularly how attractive connections to the town centre can be delivered by public transport, walking and cycling.

Provision of primary health care, primary education and leisure and community facilities will be essential to support the new development and address deficiencies in the surrounding area which will be further impacted by this development.

Economic 7.1.9 This option will result in an increase in population of some 3,000 residents and 5 - 700 additional potential employees. This will provide a significant boost to the town’s retail and leisure economy. The proposed employment on the site while not matching the increase in residential, will nevertheless be significant, especially if a significant proportion of occupiers were to be new to the town.

7.1.10 Given the shortage of high quality office space in the town it is envisaged that most if not all of the 10 - 15,000 sq m of employment space will be B1a. Given its location and size the development is again likely to appeal to small and medium sized employers. Accessibility will be very important and it is likely that the imbalance of employment and potential employees will lead to a greater degree of out commuting from the town.

Transport and access 7.1.11 Traffic flows associated with this option will trigger the need for a detailed transport assessment and infrastructure improvements. Flows are, however, significantly lower than the business campus option (Option B).

7.1.12 There may be potential to serve the level of traffic envisaged without the need to create new access routes into the site, although this will be dependent on a more detailed study of multi-modal trips. Early LDF modelling work undertaken by Halcrow assumed around 1,150 residential units on the three sites. The residential provision in Option A is greater than this, and the need for off-site highway improvements is therefore likely to be greater than identified in the Halcrow study.


7.1.13 Bus patronage would be sufficient to support a medium-high frequency bus route.

Property 7.1.14 In general terms, the high proportion of residential is likely to make this option the most viable, assuming that the phasing is controlled appropriately to avoid over supply to the market (as the Wycombe Marsh scheme may reactivate within a similar timescale once the market improves). Additionally, there may be potential to cross-fund the less value generating elements of the scheme, in particular, the leisure and social infrastructure.

7.1.15 The total area of mixed employment space is probably most viable as B1a offices, for which Wycombe currently has a limited supply of Grade A space. The actual mix and viability of this scale of business development will need careful consideration: the scale of provision is such to exceed local demand and may need to come on-stream in phases over at least a 10 year period to maximise its chances of securing pre-lets.

Sustainable energy 7.1.16 This option allows for the installation of CHP (heat or power led), however it does not maximise efficiency as there will be a reduced requirement for heat and electricity throughout the day. Gas or biomass operation should be considered. In case of gas operation, the 15% on site generation component would require 4 large wind turbines on the south side of the site or a 1kWp PV array on 50 -70% of the dwellings.

Other environmental issues7.1.17 Abbey Barn North remains undeveloped and some of its existing habitats may be at risk of deterioration without a management plan. Provision of open space within the developable area and buffer zones will be required for Abbey Barn South adjacent to Deangarden Wood to reduce pressure on the woodland habitats.


Figure 7.2: Options: B – Business Campus

OPTION B – Business campus

A new medium-high density urban neighbourhood, incorporating a business campus and significant mixed use development arranged around a new district centre and public transport spine.

DescriptionIntegrated medium density development of Daws Hill primarily for housing, but also including a mixed use centre with offices, a primary school, doctor’s surgery, local shops and play space. Abbey Barn South to provide a mix of residential (including flats), a large business campus with a mix of large and small units, and park and playing field comprehensively designed.

High frequency public transport along a structuring central spine.

Primary residential access from Daws Hill Lane. Business access from Abbey Barn Lane/ Southern Link.

Small scale residential development in Abbey Barn North. Associated managed Nature Reserve.

Development quantities450-500 dwellings in Daws Hill

600-700 dwellings in Abbey Barn South, including 300 flats

Business campus of 60,000 sq m

Mixed use centre including apartments, shops and community facilities, 8,000-10,000 sq m offices.

Primary school

Large informal park within the Ride

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Urban design 7.1.18 The range of land uses makes a major contribution to the establishment of the M40 Gateway area as a prime area within High Wycombe.

7.1.19 This option creates a new district centre and a significant number and range of jobs. It will have a major ‘gateway’ entrance on Abbey Barn Lane, potentially requiring a direct link to the strategic road network, thus extending the vision for an image making, active gateway to High Wycombe. The development itself will be arranged around a business–led mixed use spine, with sufficient critical mass to draw inward investment or a major business cluster. In turn this will attract a variety of convenience shopping, some comparison niche shops and a range of cafes and restaurants, which will serve the businesses and the residents at different times of the day.

7.1.20 Synergies with the potential snowdome will be maximised, in terms of common retail, public transport provision and possibly parking.

7.1.21 The business and mixed use component will establish the area as an attractive, well served part of town, encouraging the creation of a distinctive living environment with a variety of quality architecture. The park and recreational facilities, part of a well served and attractive district, could provide a destination for a much wider area.

7.1.22 The potential to integrate Abbey Barn North will be limited to improved access and shared public transport. The site should reinforce linkages with the Wycombe Marsh Development, if possible.

Planning 7.1.23 This option implies the highest level of development overall and involves the development of all three sites. The scale of non-residential development proposed is considerable and in employment terms would add an entirely new strategic offer to the Wycombe market. The scale of the business campus is such that it could be seen as a sub-regional employment site, and should probably be viewed in

this context. It is not a scale of development which has been identified as required in the Western Corridor and Blackwater Valley Sub Regional Strategy nor the Wycombe Development Framework Core Strategy.

7.1.24 This type of campus development targeted at large single occupiers, is a relatively inflexible form of space and its viability entirely dependent upon securing a major occupier. It is impossible to assess how strong the market for such a campus will be in 5-10 years time.

7.1.25 This type of employment offer may draw employees from a very wide catchment area. As a hub Wycombe is the preferred location for this type of economic activity, however this will place a premium on the need to provide sustainable access to the railway station and the proposed Coachway. The transport impacts associated with such a development will be largest of any of the options and the implications for investment in new infrastructure would be significant, and potentially adversely impact upon the AONB and Green Belt land to the South of the M40.

Economic 7.1.26 This is the highest risk option which also offers the highest rewards. A high quality, high profile employment site anchored by a prestigious national or international occupier would provide a massive uplift to the economy. To make it work would require a pre-let and with any major new employer moving in there is also the risk that one day they could easily move out or significantly down size. However, the prestige and location of the site reduces the risk of re-letting and or redeveloping it in the future. Such a development would support the creation of a knowledge based economy, help to reduce out-commuting by the highest educated and qualified in the area, provide work across a wider range of skill levels and help to bring in other related activities further raising employment opportunities in the area all in line with the area’s aspirations. It would have a major significant positive impact on the town’s economy.


7.1.27 However, an inability to identify and attract a suitable occupier would result in the site being vacant for a considerable time and the need to agree an end date when the site would be released for a different use. At present Wycombe is not viewed by the market as an office HQ location to rival nearby centres at Reading and Slough. Major marketing and promotion of the town and the site as a prime location will have to be done. This work should take account of the relative attractiveness of the M40 Gateway with competing locations elsewhere within the Western Corridor sub-region.

Transport and access 7.1.28 This option would generate the most number of trips in the AM and PM peaks.

7.1.29 Daws Hill Lane as a single carriageway route is likely to be insufficient to deal with this level of flow and alternative route(s) into the area may be needed. This could take the form of a new southern link road from Heath End Road across the motorway to the A404 south of Handy Cross and/or could be a shorter link from Heath End Road, over the motorway and joining the access to the Sport Centre site and/or improvements to Abbey Barn Lane and Abbey Barn Road to give better access to the A40.

7.1.30 All of these options require further analysis to confirm feasibility. Bus patronage for this option is estimated to be 50% higher than for Option A at around 600 trips per day, therefore offering the potential to support a higher frequency bus route.

Property 7.1.31 Although High Wycombe is a suitable office location, deliverability of this option is heavily reliant on access/transport improvements. In order to compete with surrounding and better established office locations, this scheme would need to be of outstanding quality and accompanied by infrastructure investment. This would have an obvious bearing on development costs and subsequent profitability.

7.1.32 Although the proportion of residential has the potential to be viable, the quantity of offices is high, therefore this option is likely to be one of the least viable (even in a post credit crunch market environment) unless a significant proportion of pre-lets could be secured. There is little in the way of market evidence at present to support this level of provision in a single campus in this location.

Sustainable energy 7.1.33 This option offers a good match for CHP (whether heat or power led) as there is a requirement for heat and electricity throughout the day. Gas or biomass operation should be considered. In case of gas operation, the 15% on-site power generation requirement is likely to demand at least 5 - 6 large wind turbines on the south side of the site or by a 1kWp PV array on most of the dwellings and additional installations for the offices. There will be a large energy requirement for the offices and resulting CO2 emissions are likely to be higher than a site with predominately dwellings due to the requirement of air conditioning for the commercial units. Alternatives to air conditioning should be considered.

Other environmental issues7.1.34 Abbey Barn North contains a designated Landscape Area and also ecological important areas which should be proactively managed as a nature reserve. Provision of open space within the developable area and buffer zones to reduce pressure associated with leisure activities on the retained calcareous grassland will need to be incorporated into the overall design. Buffer zones will also be required for Abbey Barn South adjacent to Deangarden Wood. There would also be negative impacts on the AONB and Green Belt if road improvements are required South of the M40.

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8.Further studies 8.1 Relocation of Catholic Schools 8.1.1. Option 5 (that of relocating the St Barnard’s and St Augustine’s School) was not presented at public consultation meetings in the Autumn of 2008, as discussion with the head teachers and governors were just underway and the schools were sensitive to involving parents at such early stages. Nevertheless, options involving the relocation of the schools were suggested by members of the public during consultation events. Further investigations and discussions were then undertaken to explore the feasibility of this option.

8.1.2 Relocating the schools would achieve the following benefits:

Easing congestion generated on Daws Hill by school traffic, which is severely constrained by a narrow access road, poor turning facilities, lack of parking, poor bus accessibility, walking and cycling facilities.

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Create the opportunity for a mixed residential/ employment development in synergy with the proposals at the Sports Centre site, with the potential of road and public transport access directly off Handy Cross through the highway maintenance depot.

Relocation of the schools within the Abbey Barn sites in an area well served by public transport and roads, with the potential for short term parking.

Location of low density community buildings (the schools) in a green field area, partly retaining the green setting of the area and providing opportunities for common use of open space facilities.

Provision of new school buildings.

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8.1.3 The option involves the schools being relocated at the Abbey Barn Lane end of the site, to maximise efficiency of access from east and west, without interfering with the residential development. This location could provide shared access and parking with a future recreational facility at the snowdome site and be well served by public transport. Other sport facilities and the park would be within a short and safe walking distance. Moreover, this location would not prejudice coherent development of the residential component at an earlier date. Other alternative locations within the sites may be equally acceptable, in due course, when developers consider the detailed design and phasing of the sites.

8.1.4 It is assumed that the present school site would be developed to provide a mix of low-medium rise residential adjoining the existing neighbourhoods and offices towards the motorway and Sport Centre site. The exact mix of land uses will be established subject to viability testing.

8.1.5 Access for the offices will be directly from Handy Cross junction through the highway maintenance depot. This new road link will also provide bus access to the rest of the area and the Daws Hill and Abbey Barn sites.

8.1.6 An initial viability assessment of this option was undertaken. This has indicated that, in current market conditions, significant gap funding will have to be identified to enable the viability of this option. However this may change once the market recovers, and assuming land is exchanged free of charge or part of a land equalisation agreement, and WDC supports or even promotes the arrangement, the option could become viable in the future.

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8.2 Business Development Requirements8.2.1 A report prepared by Drivers Jonas in support of this study provides baseline information to assess the relative attractiveness of High Wycombe as an office location (against the existing and pipeline competition) and informs the elaboration of appropriate land use options. The report is included in Appendix 5.

8.2.2 Two main scenarios are considered:

The development of a large scale business campus; and

The provision of a significant quantity of employment within a mixed use area.

8.2.3 A review of the property market indicates that High Wycombe is not an established office location and has not been promoted as one over the past two decades. It has not attracted the same level of quality occupiers when compared to its competing towns and lacks the range of stock found elsewhere. In addition to this, there has been little suitable office development land close to the High Wycombe and to the M40 and thus development has occurred further afield towards Marlow. This has left High Wycombe with a lesser office market than comparable towns, despite its strong transport and communication links.

8.2.4 The M40 Gateway sites represent a virtually unique opportunity to consider a major business-led development, which may be deliverable in the medium term.

8.2.5 A step change in employment provision in the town, however, will potentially require the support of an inward investment agency championing High Wycombe’s assets, aiming to increase both the town’s business profile and presence and promote short term and long term opportunities in the M40 Gateway and elsewhere. By way of example, inward investment promotion agencies such as the successful “Locate in Kent” has created 20,000 new jobs for Kent, following the promotion of employment led sites. A dialogue with major commercial investors active in the area such

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as Argent, Prudential and Arlington should be actively sought or continued.

8.2.6 The key issues and requirements involving the development and delivery of either a large scale business campus or offices as part of a mixed use scheme are summarised below.

Business campus – key issues8.2.7 Occupiers seeking accommodation for large HQ facilities would consider a fairly wide target area – driven primarily by proximity to motorways, rail and airport connections as well as the quality of the environment and its associated amenities.

8.2.8 In order to achieve a campus development of comparable scale and quality to High Wycombe’s competitors, the following requirements would need to be addressed:

A solution to traffic congestion at Junction 4 of the M40 would need to be vigorously pursued;

Where land is available within close proximity to Junction 4 (school relocation option described above), improvements to existing road access and certainty regarding the timescale for infrastructure improvements would have a significant impact on the marketability for office development;

Additionally, dedicated access independent of residential areas, strong public transport links (to rail and bus links) are highly sought after and are often essential prerequisites to large occupier site searches;

In terms of actual layout and format, in order to compete, the style would need to be of well designed buildings, potentially arranged as blocks and squares set within an attractive landscaped environment. Adequate on site car parking is essential, as is the development of on site amenities (shops, cafes, gym, etc.).

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8.2.9 Occupiers within the business services sector, the telecoms sector, and the finance sector, who already make up a significant proportion of the office occupancy in the town, have potential for further expansion. There are some significant occupiers in the area, notably, Dun & Bradstreet, Johnson & Johnson, Maritz Wolff & Co, Capstone Mortgage Services and SAS Software, that could in the future, with more favourable market conditions, require expansion and therefore provide increased demand for office accommodation. In addition to this, occupiers within these sectors, who currently are not represented within the town could be attracted to the area, particularly if their business have any synergy with occupiers already in the High Wycombe office market.

8.2.10 Taking into account existing stock, take up and pipeline supply within High Wycombe and at competing locations, and given the current and uncertain market conditions, a large scale (c.50,000 sq m/538,200 sq ft) HQ business campus option within a master plan context could be a challenging scenario to pursue, which will require a significant commitment on the side of the Council in terms of infrastructure delivery, marketing and facilitation of development.

Mixed use scenario8.2.11 Given the characteristics of sites and assuming that adequate infrastructure improvements would be provided, demand for offices within a mixed use master plan option will primarily derive from local occupiers, potentially rationalising or expanding their businesses as well as regional companies. At present, good quality relocation options are unavailable at Cressex, Kingsmead or within the town centre itself. As this provision is likely to be a medium to long term development option, we would consider a total quantity in the region of 25,000 sq m (269,000sq ft) be appropriate in property marketing terms, particularly as this would be brought forward on a phased basis to meet market demand.

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8.2.12 We would anticipate that this accommodation could take the form of pre-lets and flexible blocks, potentially in the region of c. 2,787 sq m (c.30,000 sq ft) on a speculative basis, that could be subdivided to ensure maximum flexibility to meet specific occupier requirements.

8.2.13 A clear infrastructure improvement strategy would greatly enhance the marketability of this site for business space within a mixed use master plan option.


9.Transport and movement options

9.1 Overview9.1.1 The option stage of the study included detailed assessment of the on and off site multi-modal transport requirements of potential development options. This stage concentrated on off site impacts and opportunities in terms of vehicular traffic, public transport and walking and cycling. Key issues considered included:

Potential impact on M40 and Handy Cross Junction

Traffic congestion on Marlow Hill and Daws Hill Lane

Traffic impact from school runs on Daws Hill Lane

Abbey Barn Lane “kink” and safety implications

Traffic impact on Abbey Barn Road and Kingsmead Road

Public transport access to the key destinations of the town

Limited opportunities for walking and cycling

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9.1.2 In particular, development quantities were identified which could support high frequency public transport while not requiring large scale on site road infrastructure and site junctions (such as a dual carriageway or major roundabouts). Off site, it was assumed that development should be of sufficient scale to fund the necessary local improvements in the immediate network and fund/contribute to strategic proposals for High Wycombe (such as the provision of a Southern Link, first proposed by the M40 Gateway Vision and Options Paper, 2005).


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9.1.3 In parallel, all layout options incorporated the features of a sustainable transport strategy:

Land use mix sufficient to support patronage for public transport and to reduce the need to travel by providing well located schools, local shops and employment;

A parking strategy to maximise synergies between different uses and to encourage modal shift;

Efficient and safe access for emergency and service vehicles;

A direct bus corridor to service the site and link up with existing and future destinations, such as the Park & Ride;

Walkable neighbourhoods, and improved pedestrian and cycle links to the town centre and other destinations, including direct, safe and overlooked routes;

Opportunities for car share.

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9.1.4 CB worked closely with Buckinghamshire County Council in exploring solutions for this sector of the town, and final recommendations for strategic improvements at this location will be agreed by the District and County once the analysis is complete. As part of this study, a number of options and highway solutions were designed and tested; these are summarised below. Further detail is provided in Appendix 2.


9.2 Strategic transport assessments - Traffic modelling 9.2.1 Buckinghamshire County Council and its transport modelling consultants Halcrow have developed a series of modelling tools to represent the Wycombe Transport Study Model (WTS). The components of this model include:

A regional model, which generates longer distance trip matrices to use in the local model:

A local multi-modal model to estimate demand on the highway and public transport networks; and

A more detailed ‘Paramics’ model to assess the impacts on the Handy Cross Junction.

9.2.2 The purpose of the models is to assess the impact of growth arising from growth and the major developments proposed in the town and contained within the Core Strategy and the Delivery and Site Allocations document, to assess the transport implications of developments and identify potential mitigation measures.

9.2.3 A technical report setting out the outcome of the modelling work and the assumptions used is available from the Council (Technical Note 2, Individual Site Tests – M40 Gateway - 2009). Key findings related to the Daws Hill and Abbey Barn sites are summarised below.

Method and options9.2.4 The model considered and compared the following scenarios;

An initial test (the Do-Minimum) in which growth is based on current planning permissions and potential future windfall development.

A second test was then undertaken assuming the full Core Strategy development.

A series of tests (Exclusion Tests) where individual developments assumed in the Core Strategy were removed to assess their individual impact.

The remaining tests examined the inclusion of additional transport measures, such as a Southern Link road, linking Heath End Road and Wycombe Road (south of Handy Cross) thus providing a second strategic access to the study area sites via Abbey Barn Lane

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9.2.5 Specific tests were undertaken with particular reference to this study: the impact of different combination of site development, mitigation measures and infrastructure improvements and the effect of including the Southern Link road. This ensured that the model adopted a consistent approach when comparing with other Core Strategy sites and that the impact of traffic generated by the development is understood.

9.2.6 The tests considered the traffic effect of:

Development of Daws Hill only (brownfield development only)

Development of Daws Hill and Abbey Barn (North and South)

No development in all three sites

With and without local highway improvements (see Appendix 2 for details)

9.2.7 The Southern Link road is a potential measure to support the Core Strategy, which provides an additional access route to development sites in the Abbey Barn / Daws Hill area, as well as an outer orbital route in the South East quadrant of the study area. Certain development scenarios with and without the Southern Link were tested to determine its impact on the strategic and local networks as well as measure direct benefits to the sites themselves.

9.2.8 The conclusions of the work to-date are:

In the Do-Minimum scenario, traffic growth in Wycombe is 11% compared with 20% in the Core Strategy Scenario.

There is increased congestion in all time periods with network conditions more difficult in the PM peak across the whole network.

When comparing with alternative sites in other parts of High Wycombe, the development of Daws Hill and Abbey Barn (North and South) have the greatest impact on the network and Handy Cross junction, although they also involve the greatest amount of development.

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The impact of Abbey Barn North on its own is negligible.

The growth in public transport demand is equivalent to 38% growth in trips with the Core Strategy.

9.2.9 The DfT Transport Analysis Guidance suggests that reliability of urban networks is to be measured as daytime average travel time compared with free flowing traffic. This is expressed as 12-hour Congestion Index, where 1.00 represents free flowing traffic and, for example, 1.20 represents 20% more travel time required to do the same journeys throughout the network.

9.2.10 The modelling tests indicate that:

The baseline position has a Congestion Index (C.I.) of 1.12 (i.e. an average of 12% more time than free flowing traffic for any given journey);

Growth including the development of all Core Strategy sites will result in a further increase in time travel of 12% (C.I. of 1.24).

The development of Daws Hill only (Abbey Barn North and South undeveloped) and of other Core Strategy sites will improve average delays across the network by 2% only (C.I. of 1.22)

Delay reduction across the network attributable to the Southern Link, with development of all Core Strategy sites, including Daws Hill and Abbey Barn, of 2% (C.I. of 1.22).

Southern Link tests9.2.11 The effects of the Southern Link have been studied in some detail. The main outcomes of the various tests is that the link has a primarily strategic function, as it improves the distribution of traffic between the motorway junction and the south-east of the town. In doing so, it relieves Marlow Hill and the town centre. However, it brings more traffic into Flackwell Heath and Kinsgmead Road, areas not necessarily suited to carry significant additional traffic. Further analysis of cost/ benefits related to the link will be required to make conclusive recommendations: for this reason the delivery of the link is retained as an option in the final movement strategy.

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9.2.12 Access to the Daws Hill and Abbey Barn sites would be improved, but less than 15% of users of the Southern Link will be related to these sites.

9.2.13 Key beneficial impacts are:

It provides network-wide benefits in terms of travel times and congestion.

Congestion Index of 1.22 (compared with 1.24 for the Core Strategy). The increase in network travel time is 32% (compared with 35% for the Core Strategy without the link).

The Southern Link creates significant re-routing patterns across the town, but particularly in the South and East. In many cases the changes are small but there are some notable changes.

Examination of potential demands on the Southern Link shows that a large volume of traffic is routing from via Loudwater and Flackwell Heath (or Kingsmead) to the A404 south, M40 or Cressex.

There is a forecast reduction in traffic flow of 2% entering the town centre, mainly in the interpeak and evening peak periods.

There is an 8% reduction in traffic on the London Road corridor, again mainly in the interpeak and evening peak periods.

On Daws Hill Lane there is a reduction of traffic of 13% during the day although there is no reduction during the AM peak hour.

Within Flackwell Heath traffic levels in the Core Strategy are reduced on Treadaway Hill in the morning peak hour (by 11%) but are only reduced by 1 to 2% during the rest of the day. There is re-routing away from Sheepridge Lane (40% reduction daily with the higher reductions in the interpeak period) to Heath End Road (24% increase with higher increases in the interpeak) and the Southern Link.

The proportion of traffic using the Southern Link from the Abbey Barn and Daws Hill development sites is small (less than 15%)

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9.2.14 Adverse impacts:

There is a 28% increase in traffic on Abbey Barn Lane due to the Southern Link. This is in addition to growth associated with the development sites.

The inclusion of the Southern Link increases traffic in the Kingsmead Road area (23% increase during the day with a greater increase of 38% in the AM peak and only 9% in the interpeak) as routing patterns change.

There are increases in delay on Abbey Barn Lane at Kingsmead Road and on Abbey Barn Road at the London Road. These have been found to be ameliorated by possible junction improvements although these result in the patterns of delays moving such that other areas are affected.

Traffic levels at Handy Cross with the Southern Link are increased by 2% with reduction on Marlow Hill and an increase on Wycombe Road.

On Marlow Hill there is a 3% increase in traffic flows, mainly in the inbound direction.

There are still significant peak hour delays on Daws Hill Lane at the Marlow Hill junction. These have been found to be ameliorated by possible junction improvement.

Local highway improvements tests9.2.15 Modelling tests also considered junction and link improvements, with a range of options at various locations, including:

Marlow Hill/Daws Hill Lane

Daws Hill Lane

Heath End Road/Abbey Barn Lane Junction.

Abbey Barn Lane

Abbey Barn Lane/Kingsmead Road

Abbey Barn Road/A40 London

9.2.16 Details of all options tested are provided in Appendix 2.

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9.2.17 The modelling indicates that, generally, local improvements to the road network enhance the performance on these routes/junctions relative to no improvements being undertaken, but they do not in all instances satisfactorily mitigate the impact of development. They also shift the pressure from access routes to and from the sites onto other routes through the network. Further investigation of traffic management interventions will be required.

9.2.18 Not withstanding this, some improvements would be required by the development of the site when investigating the impact of the proposed development onto the local network using the standard transport assessment methodology and road safety standards.

9.2.19 In addition, consideration has been given to how traffic conditions might be improved on Daws Hill Lane by improvement of drop off/parking arrangements around the Catholic Schools, and by improved access arrangements into the school sites. This has been identified as a key factor in causing congestion in the area, and would be exacerbated further by traffic from new development if not satisfactorily addressed.

Traffic modelling outcomes9.2.20 In conclusion, modelling shows that there is a major increase in traffic and delays in an area that already suffers poor traffic conditions. This is due to overall growth in High Wycombe (Core Strategy scenario) as well as development of the Daws Hill and Abbey Barn sites. This justifies improvements to a number of junctions as well as consideration of major strategic infrastructure. However, analysis of those improvements highlights wider difficulties as well, which needs to be addresses as part of ongoing transport modelling for the Delivery and Site Allocations document and development of the transport strategy for the town.

9.2.21 The Southern Link, in particular, provides some positive strategic benefits, but also some undesirable impacts, and does not appear to resolve all the more local impacts. Moreover, it appears that only 15% of its users come from the study area sites.


9.2.22 Further work and consideration of the various options and combinations of measures will be required before determining the optimal highway solution that supports development in the study area.

9.2.23 BCC Transport Department, after consideration of the modelling results, concluded that, in order to support growth, improve the environment and achieve greater equality of opportunity, the transport solutions should:

Make best use of the network already available;

Suggest the creation of new road links only when there is a robust evidence base for delivery;

Improve traffic management measures;

Encourage change of behaviour;

Focus investment on sustainable travel as a priority.

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9.2.24 Transport investment in the area needs to be substantial. However, the details of the requirements must be part of a wider set of improvements for the town. Therefore, it was not possible, as part of this study to determine the required infrastructure. This is described as options for further study in Section 13.

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Figure 9.1: Improvement locations

Link improvement

Junction improvement

Existing Link

M40


9.3 Public transport 9.3.1 The provision of high quality and high frequency public transport is an essential element of the development of the Daws Hill and Abbey Barn sites. Its provision is pivotal to a successful development and movement strategy. The objectives are to:

Provide a viable, efficient and affordable alternative mode of travel.

Encourage modal shift away from the car.

Firmly link the development with other destinations within the town and the town centre.

Establish a public transport service from day one.

Ensure that public transport is supported by residential, school and commercial travel plans.

9.3.2 In order to promote a significant modal shift from the car to public transport, all options would require the following elements:

Modern, clean, distinctive and environmentally friendly vehicles.

A service from day one, with the possibility of using a smaller vehicle during the initial start-up phase.

Well located stops, in places which are spacious and well overlooked by active land uses and which can accommodate comfortable waiting space.

Real time passenger information.

Provide a 15 minute frequency from the outset.

Improved journey times to key destinations.

Good quality driver facilities at bus stops and terminus.

Routeing options9.3.3 The following routeing options were considered to provide high quality and frequent public transport service to Daws Hill and Abbey Barn:

Extend the proposed Park & Ride into the site.

Provide a new circular route in Wycombe South to run through the centre of the site.

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Provide a new dedicated service through the site to key destinations.

Divert and reinforce the existing service 36 into the site.

A demand responsive minibus service on a direct route through the Wycombe Abbey School site.

Park & Ride extension9.3.4 Extending the proposed Park & Ride service would require extending the service from the terminus at the Coachway/ Sport Centre site through the St Bernard’s school site to a terminus on the development site. This proposal is likely to have a negative impact on the reliability and frequency of the Park & Ride service. It would be likely to require additional vehicles to maintain the same level of service and thus, it could have a negative impact on the branding of the service.

New circular route9.3.5 Providing a new circular route through the centre of the development linking key destinations in southern High Wycombe could present operational difficulties. Buckingham County Council has undertaken significant rationalisation of town centre services in order to maximise the benefits of the new bus station at Eden. A circular route could not integrate well with the existing routes that cross town and terminate at the ends of the routes rather than the bus station. Moreover, a circular route would require careful management of the legibility of the route. Consequently a direct in and out service was preferred at this stage by both BCC and the bus operators. However the development should not prejudice the creation of a circular route, particularly if an operator wanted to run such a service on a commercial basis.

Dedicated service9.3.6 A new dedicated service through the site to key destinations would terminate on the development site and link the development to the key destinations, such as the Catholic Schools, the Coachway, associated Business Park and Leisure Centre, Town Centre

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and Railway Station. This service is likely to be self sustaining only once the development is fully occupied, and would require subsidy in the initial phases of the scheme.

Diversions9.3.7 Another option is to divert and reinforce the existing service 36 into the site. Initially the existing service could divert into the Daws Hill site to provide an additional hourly service to the Sport Centre, Town Centre, Bus Station and Train Station. Once the site on Abbey Barn South is opened up, the service could then run through the site and be reinforced to create a half hourly service. This could be in addition to the new service described above.

Other options9.3.8 A demand responsive minibus service has been considered along a route through Wycombe Abbey school site. However it is not recommended for taking forward at this point due to uncertainties over patronage and viability. The service was thought to have the following characteristics:

Most direct route to the town centre.

Shared with pedestrians and cyclists.

Also available to residents of Daws Hill who cannot use existing public transport because of a disability or infirmity.

Membership Scheme.

Fares based on a system similar to local bus fares.

Recommendations9.3.9 Any of the above options would need to be supported by residential, school and commercial travel plans.

9.3.10 A variety of routeing options to provide high quality public transport to the sites are available, either as stand alone provision or in combination and reinforcing each other. However, provision of a public transport link through the St Bernard’s School site is a

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key element of highway infrastructure required. Initial discussions with the school have been favourable in principle to the provision, as long as it includes improved pupil access. Further work is required to secure the creation of this link. This includes:

Obtaining the formal support of St Bernard’s School and access through their land;

Securing part of the land currently occupied by Bucks CC/ Highway Agency Highway Maintenance Depot;

Potential acquisition of a residential property to route via Daws Lea (depending on the exact route favoured);

Further investigation in terms of environmental impacts and topography;

Further investigation of traffic impact at Sports Centre Site / Marlow Hill junction.

9.4 Walking and Cycling

Options9.4.1 Walking and cycling are severely under-provided in the wider study area, yet they have great potential to contribute to a sustainable transport strategy for the developments. Key objectives are:

Provide improved pedestrian footpaths and crossings to Daws Hill Lane, Heath End Road, Abbey Barn Lane and Abbey Barn Road;

Provide a direct link and attractive link to town centre, potentially through Wycombe Abbey School site;

Provide connections to existing public rights of way and footpaths;

Provide improved links to woods and countryside to south;

Provide safe, direct and overlooked routes, well lit where appropriate; and

Integrate with green infrastructure small bus link as discussed in this framework.

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Route through Wycombe Abbey School9.4.2 All the above objectives should be met through the development of Daws Hill and Abbey Barn. The only option that requires further consideration is the route through the Wycombe Abbey school site.

9.4.3 The School responded positively to the initiative. There are, however, grave concerns about any possibility of such a route running through the School’s operational land. The School is not opposed in principle to such a link if the following conditions are met:

The link is demonstrated to be in the public interest;

The link runs through the School’s non-operational land (as defined by the School) and there is no adverse effect upon the School’s adjoining operational land;

An appropriate and satisfactory alignment is agreed by the School (such alignment should not affect the operation of the School or the objects of its Landscape Management Plan);

The specifications, including appropriate security arrangements, such as fencing are approved by the School;

The use is restricted to the pedestrian/ cycle/ small bus link discussed.

9.4.4 In addition, the route needs to consider the following:

Topography: further investigation is required to meet the gradient requirements for disabled access.

Natural environment: the impacts of construction on the adjacent woodland needs to be examined further.

The level of integration between users needs to be resolved. Particularly if the route is shared with a demand responsive service.

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10.Public & stakeholders’ consultation

10.1 Public consultation10.1.1 A consultation programme with residents was undertaken as part of the study. This section summarises the programme, and local residents’ views on the key issues in the area and of the development options presented. A fuller report is set out in Appendix 1.

Consultation programme10.1.2 The resident consultation programme comprised of:

A public meeting on 20 October 2008 (receiving a presentation about the study and initial analysis) held at Amersham & Wycombe College – Flackwell Heath Campus

A public workshop on 6 November (exploring key issues, needs and development options) held at Amersham & Wycombe College – Flackwell Heath Campus

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A public workshop on 12 November (duplicating the activities above) held at Marsh School, High Wycombe.

10.1.3 Participation in the programme comprised primarily of local residents, but also some interested groups and local representatives. The events were publicised through direct invitation (mail drop) in the neighbourhood and the Council planning bulletin.

10.1.4 Attendance at the public meeting was approximately 180 people, while workshops comprised 47 participants (6 November workshop) and 43 participants (12 November workshop). In parallel with these activities, a series of meetings were held with key stakeholders, including landowners and highway authorities.

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10.1.5 Additional written responses submitted to the Council as part of the consultation feedback have also been considered and included in the summary below.

Workshop format10.1.6 The resident consultation workshops followed the format below:

Presentation on the analysis of key issues, study findings and development options

Breakout groups to discuss the key issues, local needs and character, and development options

Summarising to review the results of each breakout group.

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10.1.7 Each breakout considered the following issues:

Traffic and transport issues, and measures to reduce congestion

Public transport, pedestrian and transport facilities

Open space and leisure facilities

Community facilities

Scale and character of development

10.1.8 The breakout groups were run as interactive discussions, using a structured, highly visual technique to gather the views of all participants, identify common themes and discuss issues, concerns and ideas.

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10.1.9 The breakouts addressed the following questions:

Is our understanding of the traffic and transport issues correct?

What have we missed?

What measures are critical to reduce congestion?

What type of public transport services and pedestrian and cycling facilities would benefit the local area?

What type of open space and leisure facilities would be most suitable as part of a new development?

Are we moving in the right direction in terms of balance of uses and scale of development?

What are the key features of local character that need to be reflected in new development?

10.2 Workshop results10.2.1 The text below summarises the comments made by the participants to the consultation process.

Traffic and transport issues10.2.2 Key messages received were:

Current traffic issues need to be addressed irrespective of development.

Development will make the existing traffic situation worse.

There is little confidence that junction improvements will be sufficient to address the likely level of traffic congestion.

Improvements are needed ahead of development.

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Public transport, pedestrian and cycling facilities10.2.3 Key messages received were:

Major public transport investment such as a dedicated rapid bus way/ transit would be the only way to make a difference.

There maybe reluctance to use improved public transport by existing residents in particular.

High quality, high frequency and integrated bus routes are needed.

A consistent and comprehensive set of cycling and walking improvements are needed.

Safe routes to and around schools are needed.

Open space facilities10.2.4 Key messages received were:

One large park is preferred to separate small green spaces.

Maintain open space and wooded character.

Range of informal space and sports facilities.

Facilities for young people and children needed within the development.

Well-maintained parkland.

Respect wildlife and bio-diversity.

Community facilities10.2.5 Key messages received were:

Celebrate the military history of the site.

Youth facilities are needed.

Facilities should not duplicate those at nearby centres.

A range of facilities appropriate to a village should be provided.

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Balance of uses and scale10.2.6 Key messages received were:

Mixed use is fine.

No business park-type development – provide small starter business units and homes for families with gardens (not flats).

Use eco-friendly design.

Feedback from Wycombe District Council and other stakeholders10.2.7 The options and further studies were presented and discussed with Council members and officers. The following priorities emerged from the discussions:

Need to identify a set of appropriate highway improvement measures to reduce congestion in the study area;

Support for provision of high quality sustainable transport facilities as a way to control congestion and promote behavioural change: buses, walking and cycling.

Preference for a mixed use development, with a substantial employment component to support the economy of High Wycombe in the longer term;

Clear support for further exploration of the feasibility of relocating the Catholic schools to the Abbey Barn site;

Support for pursuing a new public transport link and school access through St Bernard’s School in the short term;

Need to provide excellent community and open space infrastructure;

Preference for low to medium rise development;

Need to preserve the Woodland Ride in its entirety as a landscape feature of historic significance;

Need to retain the valley feature in the topography of the Abbey Barn South site as open space and a green corridor to the Green Belt;

Importance of retaining buffer zones and protecting the existing woodland.

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Landowners and potential developers10.2.8 Landowners and potential developers were also involved at various stages during the consultation period and provided input to the emerging preferred option. Discussions mainly focused on the development of Daws Hill and Abbey Barn South only. The main points raised were:

Broad support, in principle, for a common master plan, which would result in a seamless neighbourhood when complete;

Willingness to explore ways to deliver a comprehensive development;

No objection, in principle, to consider ways to deliver/ facilitate off-site development, for example the relocation of the schools or the Southern Link, subject to viability, Council support and other sources of funding;

Need to be mindful of phased delivery, retaining the option of developing Daws Hill independently of Abbey Barn;

Concerns about the cost and phasing implications of community infrastructure, such as on-site education or CHP,

Concerns about the marketability and scale of the proposed employment;

Concerns about low density and sustainability aspirations.

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11.Towards a preferred option

11.1.1 The final set of options were reviewed to inform the preferred development approach, in the light of:

Closer examination of the site attributes and requirements following initial options appraisal;

Transportation issues (taking account of the need for further work to determine the final requirements);

Public consultation responses;

Viability and property advice – business development/market;

Input from Council members and officers;

Input from other key stakeholders.

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The emerging master plan framework sets out to:

Create a new neighbourhood centre offering a range of small scale retail and community facilities to become a local focal point for new and existing communities, without threatening other centres and Flackwell Heath in particular;

Incorporate a deliverable element of quality business development, in the form of a business-led mixed area in a high quality setting, with access independent of the residential area and potentially offering a range of business units, suitable for pre-lets and a range of local new and expanding companies; small scale business units to be included in the neighbourhood centre;

Contribute significantly to housing delivery, by providing efficient use of land and supporting High Wycombe’s housing requirements;

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Adopt a style of development and scale that is appropriate to the suburban/ fringe/ village context of the site: primarily low rise and low-medium density.

Deliver exceptional quality open space, including an informal park, playspace for children of different ages, allotments, informal walks and senior sport pitches;

Significantly contribute to the provision of sustainable transport, with high quality bus routes to the town centre from the outset;

Contribute to highway improvements to be determined;

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Provide a range of high quality community facilities;

Provide flexibility for the relocation of the Roman Catholic Schools in the longer term, though with the potential for some business development on the RC schools sites instead (as part of a possible mixed use development);

Retain Abbey Barn North as a longer term reserve site, primarily on grounds of sensitive ecology and limited development capacity.

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PART THREE: Planning and Infrastructure Framework


12.Master plan framework

12.1 Overview12.1.1 The proposed master plan framework is the result of option exploration and analysis carried out in the early stages of the study and described in Part Two of this report.

12.1.2 The master plan takes account of comments received by the Council, landowners and other stakeholders and the community and is our recommended approach to the development of the site. This master plan should be used as a the framework for detailed planning and design of future development. Guidelines for the quantum and nature of development are set out in following sections of the report.

12.1.3 WDC, through consideration of wider planning and infrastructure objectives and through formal consultation on the relevant development plan document, may conclude that an alternative approach may be preferable. Similarly, although we endeavoured to reach to most local community groups and address their aspirations, the proposed approach may not entirely satisfy local residents and further consultation is strongly recommended, once the details of the proposals emerge.

View from Abbey Barn Lane


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STRATEGIc OBJEcTIVES

The proposed master plan satisfies the strategic objectives of the study by:

contributing to the creation of a stronger gateway – By strengthening the physical and functional linkages between gateway sites (particularly to the east of Marlow Hill) and improving connections with the town centre. The comprehensive development of Daws Hill and Abbey Barn South would provide the eastern gateway with a neighbourhood centre and exceptional community and open space facilities. Moreover the master plan allows the flexibility of relocating St Bernard’s and St Augustine’s Schools, relieving local traffic congestion and creating an employment hub in synergy with the Sports Centre redevelopment.

Providing medium and longer term employment opportunities to support High wycombe’s economic role – By identifying small scale business opportunities within the mixed use area and neighbourhood centre, as well as allocating land for a significant business campus either on Abbey Barn South or as part of the school relocation strategy.

Providing new housing – By making a significant contribution to the overall delivery of the required number, type and mix of housing to support the sustainable growth of the town in accordance with regional and local objectives.

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Supporting measures to control traffic congestion in town – By contributing to alternative highway improvement and investment solutions to be identified at a later stage.

Enhancing public transport provision – By providing the necessary new links and a layout that will facilitate bus provision, as well as providing land uses and quantities able to provide the patronage required for a viable frequent service.

Providing high quality open space – By incorporating formal and informal open space to address existing deficiencies and provide publicly accessible leisure opportunities, in the form of a park with mature trees, woodland walks into the town centre, a range of pitches, sport facilities and pocket playspace.

creating a local centre – By including a local centre or hub of community and proximity retail facilities to serve the new development and the existing residential neighbourhoods.

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landscape, health and waste minimisation.

THE kEy FEATURES OF THE PLAN ARE:

Integrated development: the site layout is comprehensive and integrated. The Daws Hill and Abbey Barn South site, at completion, will become a single new neighbourhood with joint facilities and legible layout. No boundary distinctions will be apparent, even with progressive and phased implementation. The street pattern is regular and broadly based on the existing network on Daws Hill and a simple grid on Abbey Barn South. Plot sizes will allow continuous direct frontages onto the streets.

Magnificent woodland aspect: the master plan is designed to maximise the impact of its woodland setting and create opportunities to enjoy a network of long walks at the edge of the woodland, connecting into existing paths and into the town centre. The curved woodland edge frontages reflect the topography and the position of a dry valley.

Unique parkland: the existing avenue of trees and spinneys forming the Ride are recreated as a distinctive park, which preserves the historic formal structure, and at the same time provides pockets of activity (play space, a bowling green and other sports courts) in the ‘rooms’ created by the existing vegetation. The western end of the Ride accommodates a community centre/ sports clubhouse and a small apartment building with a restaurant/ café with open views of the Ride.

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A new neighbourhood centre, located on the Daws Hill site, which offers community services and facility to the development, but also appeals to all the surrounding communities. The neighbourhood centre is pivotal to the identity of the new communities. It will provide a village green with children play space (LEAP), a basket grocery store and a small number of shops, cafes, small and medium sized office space, a primary school, and flatted accommodation (including retirement homes).

An eastern gateway/ campus, at the edge of the Abbey Barn South side on Abbey Barn Lane. This area has a formal layout and is designed to accommodate predominantly business uses, thus creating a business campus with a unique landscape setting in close proximity of the M40 and the A40 corridor. This area is to provide, together with the neighbourhood centre, an ‘anchor’ to the site and a local destination. An alternative option for this area is also the potential relocation of the Roman Catholic Schools from their site on Daws Hill Lane and redevelopment of the school site for offices and residential.

A well identified development spine, integrating the whole area and allowing an efficient provision of public transport. The spine provides effective connections to the rest of the M40 Gateway and the town centre. It links the site entrance on Daws Hill, the sport facilities and community clubhouse, the neighbourhood centre and primary school, residential neighbourhoods, the woodland walks and the eastern campus. Further along, it reaches the Wycombe Marsh development and London Road.

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12.2 M40 Gateway synergies12.2.1 The master plan proposes the creation of a new low rise neighbourhood centred around a community heart and outstanding open space. The new development is to play an essential role in promoting the M40 Gateway as a vibrant part of town which has excellent links with the town centre, as well as easy access to the road network. Thus the M40 Gateway will offer a range of high quality office space, new

residential, proximity retail and community facilities, as well as sport pitches, a new park and access to the countryside. Views from the surrounding Area of Outstanding Natural Beauty will be either preserved or enhanced.

12.2.2 The development is to offer a model of sustainability, through a range of measures, including travel, energy, water conservation, ecology and

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12.3 Development quantities12.3.1 The development quantities associated with the master plan are described below. These are based on the following assumptions:

Daws Hill site - 24ha/ 59.5 acres, including of Category A wooded areas, Category B specimen trees and AQMA. However, given the extensive mature tree cover, it is assumed that only around 80% of the site is developable. Development plots, net of roads and open space assumed to be approximately 14ha/ 34.5 acres.

Abbey Barn South - 16.6ha/ 41 acres, net of Ride and woodland buffer areas, which are not to be included in the developable area. Net development plots assumed to be 11.5ha/ 28.5 acres approximately.

The development to be primarily medium-low density (30-45 dwellings per hectare), with less than 30% of the site of medium density (equivalent to 50-60 dwellings per hectare).

Employment and mixed use apartment buildings to be no more than 4 storeys high.

Retail to support local need only (see Section 16.5).

12.3.2 Higher densities would be appropriate for architectural purposes (framing of open space and streets, for example) as long as the style of the overall development is consistent with a low-rise neighbourhood/ village image. More detail about the desired style of development is provided in Part Five - Design Guidance .

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Daws Hill

Residential development

550 units for the purpose of viability test (500-600 units site capacity)

30% bedspaces affordable

Affordable unit mix in accordance with WDC Developer Contributions SDP: - 1 bed/ 2 person flat - 20% - 2 bed/ 4 person flat - 15% - 2 bed/ 4 person house - 15% - 3 bed/ 5 or 6 person house - 35% - 4 or more bed/ 6-8 person house - 15%

Residential to include some elderly persons/ extra care

Mixed use area

3,000sqm GFA offices (B1), small to medium units

800sqm GFA grocery store; 700sqm GFA small to medium size shops (A1 to A5)

Other uses

210 pupil Primary School

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Abbey Barn South


450 units for the purpose of viability test (400-500 units site capacity)

40% bedspaces affordable

Affordable unit mix in accordance with WDC Developer Contributions SDP: - 1 bed/ 2 person flat - 20% - 2 bed/ 4 person flat - 15% - 2 bed/ 4 person house - 15% - 3 bed/ 5 or 6 person house - 35% - 4 or more bed/ 6-8 person house - 15%

Campus area (minimum site area 60,000sqm)

Either: - 25,000sqm GFA offices (B1), medium to large units - Small grocery, cafés and restaurants (A1 to A5) - 35-40 townhouse units

Or: relocation of Catholic Schools (Primary and Secondary) and redevelopment of the schools site for housing and office space (75:25 respectively in land allocation split). This option should consider synergies with the Sports Centre redevelopment.

Or: Additional mix of housing and business development (fall back option, subject to impossibility to deliver either of other two).

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Other uses

300sqm cafés and restaurants in the Ride near neighbourhood centre (A3).

Abbey Barn NorthThe site is considered to be a longer term prospect with limited integration with the rest of the site. Abbey Barn North could accommodate up to 100 dwellings on the site, subject to further ecological assessment. Part of the site will be required by the suggested realignment of Abbey Barn Lane.

12.4 Sustainability Appraisal

Social12.4.1 The proposed master plan would provide significant amounts of additional housing although not as high as some of the options first generated. The option would provide a mix of tenures and affordable housing to meet identified need and the provision of extra care housing for older people.

12.4.2 The master plan includes the provision of a new primary school and would also generate developer contributions for additional community facilities.

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Figure 12.3: Neighbourhood area

Senior housing

Offices and retail

Apartments with active ground floor

School

Green and playground

Outdoor pavement uses (cafes)

Offices and retail


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12.4.3 The buffer zones between the site and environmentally sensitive areas such as Deangarden Wood are used for a cycle/walking network and are overlooked by active frontages, thus encouraging access and enjoyment of local landscape.

12.4.4 The proposals would consolidate and enhance the sense of community identify by providing a comprehensive master plan for the sites.

Environment12.4.5 Development at Abbey Barn North is subject to environmental feasibility and is not identified for development as part of this master plan. However, part of the site will be required by the potential re-alignment of Abbey Barn Lane. Buffer zones will also be required for Abbey Barn South adjacent to Deangarden Wood to mitigate against the minor adverse impact. This is to be used as a cycle/walking network. A green corridor between the woods and the countryside is retained.

12.4.6 Mature trees within Daws Hill are broadly retained. The conversion of the Woodland Ride into a park will ensure the required long term tree maintenance and rejuvenation.

12.4.7 The proposals will be able to sustain a high frequency/quality bus service. The level of traffic impact will not be as significant as other mixed use options as the development quantities are lower.

12.4.8 The proposals are also a good match for CHP as energy use is required throughout the day and night with either the business or education campus.

12.4.9 The master plan also provides a range of open spaces and recreational facilities addressing open space deficiency in the area.

Economic12.4.10 The proposals provide a significant amount of employment space although it is dependent on option chosen for the campus area - a business campus or relocation of the schools on site. Even with the relocation of the schools, the option would free-up land for economic development.

Figure 12.4: Office area

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cafe

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campus green

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13.Transport Infrastructure Framework

13.1 Overview13.1.1. The master plan must be underpinned by a sound movement strategy in order to facilitate both access to and from, and movement within the M40 Gateway area. The proposed transport infrastructure is consistent with BCC Transport Department objectives of:

Making the best use of the network already available;

Creation of new road links only when there is a robust evidence base for delivery;

Improving traffic management measures;

Encouraging change of behaviour;

Focusing investment on sustainable travel as a priority.

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In parallel, the master plan incorporates the features of a sustainable transport strategy:

Land use mix sufficient to support patronage for public transport and to reduce the need to travel by providing well located schools, local shops and employment;

A parking strategy to maximise synergies between different uses and to encourage modal shift;

Efficient and safe access for emergency and service vehicles;

A direct bus corridor to service the site and link up with existing and future destinations, such as the Park & Ride;

Walkable neighbourhoods, and improved pedestrian and cycle links to the town centre and other destinations, including direct, safe and overlooked routes;

Opportunities for car share.

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13.1.2 All measures should be supported by residential, school and commercial travel plans.

13.1.3 The transport infrastructure framework is articulated in site specific requirements (such as access and street network), sustainable transport requirements and off site highway measures. Where a definitive preferred solution has not been identified, options for future study have been indicated.

13.1.4 Detail of all considered options are provided in Appendix 2.

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13.2 Site specific measures: access to the local network13.2.1 Both Daws Hill and Abbey Barn South have limited access points to the local network. As the scale of the proposed development would require two points of access as a minimum, and preferably more, it is proposed that two access points are established on Daws Hill Lane as part of the initial phases and that, in the second phase, a through-access road (the ‘spine’) provides better access to both sites from Daws Hill Lane to Abbey Barn Lane.

13.2.2 This will allow the site traffic to be distributed onto the local highway network to access High Wycombe and its neighbourhoods via Daws Hill Lane and Abbey Barn Road, regional towns to the south via either Marlow Hill/ A404, or Heath End Road and Winchbottom Lane and strategic connections via M40.

13.2.3 The master plan identifies two junctions each on Daws Hill Lane (one potentially for public transport and cycling only) and Abbey Barn Lane. This will reduce the traffic impacts at each junction and allow for better bus priority. It will also discourage any rat running through the site, though this is unlikely because the existing network would provide a more direct link for passing traffic.

13.3 Site specific measures: street network 13.3.1 The street network included in the master plan provides for the movement of all modes through the development and the connections to the existing network. The network is a broad irregular grid, extending from the existing street pattern in the Daws Hill site. The grid is designed to maximise the retention of trees and hedgerows, provide maximum connectivity to the neighbourhood centre and facilitate penetration of public transport. Speed control is to be achieved by the frequency of the junctions and the compact layout.

13.3.2 All routes and links should be designed in accordance with the Manual for Streets, with particular attention given to minimal road widths, tight radii and visual splays and minimal signage. All streets should incorporate sustainable drainage systems.

13.3.3 In particular, the street network should provide safe, direct and overlooked routes, good landscape and lighting and connections to existing public rights of way and footpaths.

13.3.4 The key elements of the street network are:

The Spine route:

The principal access route through the development;

Public transport corridor, including well designed bus shelters and waiting areas;

Cycling and pedestrian corridor at the heart of the development.

Residential streets:

Network of permeable streets accessed from the spine route providing direct access to all land uses;

Existing street pattern of Daws Hill is extended.

Shared surfaces:

Lower order streets providing access to residential land uses;

Quieter, slower and calmer street environment.

Green corridors:

Existing public rights of way maintained;

Connections to the countryside.

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Figure 13.3: Option 2 Route via the existing school access road

Figure 13.2: Option 1 Route Via Daws Lea


PROS cONS

Option 1 Route Via Daws Lea

Via Daws Lea linking to south of St Bernards school, through part of highway depot site and on to the Sports Centre site.

Provides the most direct route to Handy Cross.

Likely to result in shorter journey time for buses.

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Involves loss of at least 1 residential property.

Would result in significant loss of trees.

Introduces buses into a residential street/ cul de sac.

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Option 2 Route via the catholic Schools access road

Via schools access road (also called Daws Hill Lane) linking to the south of St Bernards, through the highway depot site and on to the Sports Centre site.

Does not impact on residential properties.

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Introduces buses into a road that is particularly busy at school start and finish times.

Would result in significant loss of trees.

Bus journey times would be slower than option 1.

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13.4 Sustainable travel requirements: public transport13.4.1 The public transport strategy proposed draws on several of the options considered in Section 9.3.

13.4.2 High quality public transport provision is essential to securing a sustainable development of the area, and securing a direct link to the proposed regional Coachway/local park and ride facility at Handy Cross is essential. The preferred strategy includes the provision of a public transport link through the St Bernard’s School site to the Coachway/ Sports Centre Site, and therefore link the site to:

The strategic coach services to Oxford and London

The local Park & Ride

Recreation facilities

Employment uses

Provide opportunities to improve school access issues

Integrate with Daws Hill/ Abbey Barn South site

13.4.3 The service should also connect the development to High Wycombe town centre and the railway station. It should be integrated with WDC/ Bucks CC public transport strategies. The proposed public transport corridor along Desborough Road would be utilised, and the service integrated with town centre bus services at the Eden bus station.

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Route options13.4.4 A variety of routeing options to provide high quality public transport to the sites are available, either as stand alone provision or in combination and reinforcing each other.

13.4.5 The potential routes are shown on the illustrative diagram for the Catholic schools area, which also illustrates the potential for improved drop off facilities and management of parking in the area which currently creates congestions on Daws Hill Lane. The main pros and cons of these two options are summarised in the table below. These issues should be explored in more detail with the schools and the highway authority.

Service provision13.4.6 A new dedicated service should be provided to ensure a high quality service from day one, including:

Modern, clean, distinctive and environmentally friendly vehicles.

Better facilities at stops.

Real time passenger information.

15min frequency from outset.

Improved journey times to key destinations.

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13.5 Sustainable travel requirements: walking and cycling13.5.1 The master plan structure proposed achieves the objectives set out in Section 9.4 for walking and cycling. Off-site measures that will be required include:

Connections to existing public rights of way and footpaths.

A direct link to the town centre through Wycombe Abbey School site, to be agreed with the school.

Improved links to woods and countryside to south.

Improved pedestrian footpaths and crossings to Daws Hill Lane, Heath End Road, Abbey Barn Lane and Abbey Barn Road.

Integrated school access requirements on Daws Hill Lane.

13.5.2 Particular consideration should be given to the route through the Wycombe Abbey School site in terms of:

Topography: further investigation is required to identify a route that can meet the gradient requirements for disability access.

The detailed design needs to resolve the issues between access and school operation and security requirements as set out in Section 9.4.

The impacts of construction on the adjacent woodland needs to be examined further.

The level of integration between users needs to be resolved. Particularly if the route is to be shared with a demand responsive service.

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13.4.7 The public transport option should be implemented in two phases as set out below.

Phase 1:

A 15 seater high quality vehicle running every 15mins to Coachway, High Wycombe town centre and station.

Direct link through St Bernards school site.

Route serving Daws Hill Lane/ Marlow Hill/ Desborough Road public transport corridor/ Town Centre.

Divert existing service 36 to enter Daws Hill site, retaining hourly frequency.

Phase 2:

Divert existing service 36 through Daws Hill and Abbey Barn South sites increasing frequency to twice an hour (additional vehicle likely to be required).

Increase vehicle size of new route to accommodate increased demand.

Direct link through school site.

Route serving Abbey Barn South/ Daws Hill/ school site/ Coachway/ Marlow Hill/ Desborough Road public transport corridor/ Town Centre

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Figure 13.4: Woodland walks

Direct frontageswoodland walk/shared surface

Green corridor/valley

Spine road and cycle route


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OPTION 1 – LOcAL MEASURESOPTION 2 - STRATEGIc AND LOcAL MEASURES

OPTION 3 - LOw ENVIRONMENTAL IMPAcT APPROAcH

Localised junction improvements:

Daws Hill Lane/ Marlow Hill

Heath End Rd/ Abbey Barn Lane

Realignment of Abbey Barn Lane at northern end (over or across disused railway line)

Abbey Barn Lane/ Kingsmead Road

Abbey Barn Road/ London Road

(see Figure 9.1)

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Localised junction improvements as per option 1.

Southern Link road - creating an East West link between London Road in the east and Wycombe Road in the west and new south facing slips onto the A404 Marlow Bypass (see options A and B in Figure 13.5).

Minor upgrades to Winchbottom Lane (eg. introduce additional passing places), including the link through to the A4155/ Westhorpe interchange (see options A and 2A in Fig 10.4).

Localised improvements to the west (i.e. Daws Hill Lane/ Marlow Hill), minor improvements to the east (eg. Abbey Barn Lane/ Kingsmead Road/ London Road area) such as traffic light controls on bridge over former railway line on Abbey Barn Lane.

Explore other possible local traffic management measures.

13.6 Off site highway network improvements13.6.1 Improvements to the local highway network are required. The identification of final proposals is dependent on the strategic transport issues for High Wycombe yet to be resolved in full.

13.6.2 Any development needs to consider the impact of the traffic generated onto the local highway network, and what steps can be taken to reduce these impacts. This approach has been considered for Daws Hill and the Abbey Barn sites. However, based on the results of the transport modelling (see Section 9.2), it is apparent that the mitigation proposed could result in unwanted displacement of traffic onto residential roads.

13.6.3 Therefore the study has developed three options that need to be studied in more detail as part of further transport studies required to address a strategic transport solution for the southern areas of High Wycombe. Additional details of the range of highway improvements considered during the course of the study is provided in Appendix 2. The three options are:


Figure 13.5: Southern Link Options

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14.Social and community infrastructure requirements

14.1.1 An initial assessment of community facilities and infrastructure requirements associated with the scale and type of development envisaged are set out below. The assessment of need has been prepared on the basis of the location being developed in two stages. Stage one is the Daws Hill area which will provide 550 housing units; stage two is Abbey Barn south with 450-500 housing units. The assessment of need has been produced in consultation with the District Council and relevant service providers and using information contained within the Buckinghamshire Infrastructure Study (2008). The standards employed undergo regular review and are therefore subject to change. When the sites do eventually come forward for development applicants will need to ensure that they employ the most up to date standards when preparing development proposals.

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Table 14.1: Infrastructure requirements: Daws Hill

PRIMARy HEALTH cARE

Buckinghamshire Primary Health Care Trust have confirmed that they would not seek to provide an additional facility within the study area, but would request a financial contribution to enable existing facilities to accommodate the increase in demand. (At present the Council’s Developer Contributions SPD Guide does not include any standard charges for primary healthcare).

PRE-ScHOOL

Using the child yield multipliers in WDC’s developer’s contributions guidance, stage one would generate 24 pre-school age children. A space should be provided within the development that could accommodate a nursery facility to meet demand form both Daws Hill and Abbey Barn. We have assumed that this will be provided for within the proposed community centre.

PRIMARy EDUcATION

Based on the pupil multipliers set out in the WDC developer contributions SPD the primary age yield of Daws Hill is 167 primary age pupils. This number of pupils would be insufficient to require a primary school in the first phase, however the nearby schools of Marsh, Hannah Ball, Beechview and St Augustine’s are all projected to have a deficit of places and therefore, in order to accommodate the shortfall in existing schools and new pupils from Daws Hill and Abbey Barn South (projected to be 134) a new primary school should be provided.

This is proposed to be located on the Daws Hill site, adjacent to the neighbourhood green and close to the neighbourhood centre – which also serves the wider development area. It will be necessary for a developer to hold further discussions with the education authority regarding the delivery, but in the first instance a one form of entry school (210) pupils might be appropriate allowing for potential future expansion to when Abbey Barn South is developed or contribution towards expansion of other nearby schools.

SEcONDARy EDUcATION

Based on the pupil multipliers set out in the WDC developer contributions SPD the secondary age yield of the Daws Hill development would be 116 pupils.

This would not require physical infrastructure on the site but financial contributions towards new school places would be collected. Contributions towards secondary school places are set out in the Developers contributions – developers guide which is updated annually. The January 2009 contributions are:

2 bed flats - £848

2 bed house - £3,052

3 bed - £3,052

4 & 4+ beds - £4,239

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POST SIxTEEN EDUcATION

Based on the pupil multipliers set out in the WDC developer contributions SPD the post 16 yield of the Daws Hill development would be 27 pupils.

This would not require physical infrastructure on the site but financial contributions towards new school places would be collected. Contributions towards post 16 places are set out in the Developers contributions – developers guide which is updated annually. The January 2009 contributions are:

2 bed flats - £182

2 bed house - £728

3 bed - £728

4 & 4+ beds - £1,092

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POLIcING

Space should be provided within the neighbourhood centre that can be used as a police office if required. Part of the Community Centre could possibly be used for this purpose.

At the time of writing WDC are not collecting contributions towards the police service but this situation is kept under review.

FIRE AND REScUE

High Wycombe fire station is due to be relocated, not for operational reasons, but as part of the wider town centre redevelopment. Location of a new fire station will be determined by wider directions of growth because location of fire station is governed by statutory response times.

OPEN SPAcE

The standards for provision have been provided by WDC are based on ha per 1,000 population. The following open space will be required:

Amenity green space – Planning standard 0.4ha/1,000 population 550 dwellings @ 2.5 average = 1,375 population Minimum requirement 0.55ha (just met) Parks – Planning standard 1.71ha/1,000 population 550 dwellings @ 2.5 average = 1,375 population Minimum requirement 2.35ha (not met on site to be compensated by contribution towards park within the Ride)

Neighbourhood green

Woodland walk

Wooded open space

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SPORTS FAcILITIES

Sports pitches - Planning standard 1.6ha/1000 population 550 dwellings @ 2.5 average = 1,375 population Minimum requirement 2.2ha (slightly exceeded)

2 senior pitches for rugby or football, near north-south orientation; bund required to screen motorway noise.

Associated parking

2 tennis courts (existing – refurbished)

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PLAy SPAcE

Play space – Planning standard 0.8ha/1000 population 450 dwellings @ 2.5 average = 1,375 population Minimum requirement 1.1ha (not met on site to be compensated by contribution towards facilities in the Ride)

LEAP within neighbourhood green

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ALLOTMENTS

Planning standard 0.21ha/1000 population 550 dwellings @ 2.5 average = 1,375 population Minimum requirement 0.29ha (not on site to be compensated by contribution towards facilities south of the Ride)

LIBRARy FLOOR SPAcE

No additional floor space required. No contribution towards library services from developments within High Wycombe

cOMMUNITy cENTRES

The Air Cadet Facility currently located on RAF Daws Hill would need to be either retained or reprovided, by incorporating it within a new Community Centre.

Residential developments of more than four dwellings are expected to make a contribution towards community facilities (WDC Developers contributions – developers guide 2009).

Community halls would need to meet the Sports England standard of enabling badminton to be played inside them (a minimum foot print of approximately 24mx16m). WDC is in the process of formulating a new standard for the provision of community centres based on site population. Although a definitive parameter is to be agreed at this date, it is expected that it would require a larger gross floor area.

Moreover, the standard will require the location to be within maximum 15 minute walk (that equates to a 750m radius around the hall, approximately 1,200m distance between hall and house). Using this threshold, one community hall would be sufficient for the combined site. The most appropriate location would be near the neighbourhood centre and the pitches.

The master plan proposes this facility to be combined with the clubhouses and changing rooms required to support the open space provision in a single building for both Daws Hill and Abbey Barn. The facility is proposed to be located within the Abbey Barn development and it is expected to be a small building of architectural merit (see Part Five: Design Guidance).

The applicable standard will be defined at the time of the planning application.

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Table 14.2: Infrastructure requirements : Abbey Barn South

PRIMARy HEALTH cARE

Buckinghamshire Primary Health Care Trust have confirmed that they would not seek to provide an additional facility within the study area, but would request a financial contribution to enable existing facilities to accommodate the increase in demand. (At present the Council’s Developer Contributions DPD does not include any standard charges for primary healthcare).

PRE-ScHOOL

Using the child yield multipliers in WDC’s developer’s contributions guidance, 450 dwellings on Abbey Barn South would generate 20 pre-school age children. A space should be provided within the community centre to be provided jointly with the Daws Hill development, which could accommodate a nursery facility to meet demand associated with Abbey Barn South .

PRIMARy EDUcATION

Based on the pupil multipliers set out in the WDC developer contributions SPD the primary age yield of the area at 450 units would be 134 pupils. It is recommended that a primary school is provided in stage one of the development and children from Abbey Barn South would utilise this facility.

SEcONDARy EDUcATION

Based on the pupil multipliers set out in the WDC developer contributions SPD the secondary age yield of stage two would be 92 pupils.

This would not require physical infrastructure on the site but financial contributions towards new school places would be collected. Contributions towards secondary school places are set out in the Developers contributions – developers guide which is updated annually. The January 2009 contributions are:

2 bed flats - £848

2 bed house - £3,052

3 bed - £3,052

4 & 4+ beds - £4,239

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POST SIxTEEN

Based on the pupil multipliers set out in the WDC developer contributions SPD the post 16 yield of stage two would be 21 pupils. This would not require physical infrastructure on the site but financial contributions towards new school places would be collected. Contributions towards post 16 places are set out in the Developers contributions – developers guide which is updated annually. The January 2009 contributions are:

2 bed flats - £182

2 bed house - £728

3 bed - £728

4 & 4+ beds - £1,092

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POLIcING

Space should be provided within the neighbourhood centre that can be used as a police office if required.


FIRE AND REScUE

High Wycombe fire station is due to be relocated, not for operational reasons, but as part of the wider town centre redevelopment. Location of new fire station will be determined by wider directions of growth because location of fire station is governed by statutory response times.


OPEN SPAcE

The standards for provision have been provided by WDC. The following open space are to be provided in relation to the Abbey Barn South Development:

Informal open space – Planning standard 0.4ha/1,000 population 450 dwellings @ 2.5 average = 1,125 population Minimum requirement 0.45ha (vastly exceeded) Parks – Planning standard 1.71ha/1,000 population 450 dwellings @ 2.5 average = 1,125 population Minimum requirement 1.92ha (additional to unmet 2.35ha required by Daws Hill development)

Park within the Ride (approximately 7ha, excluding playspace)

Green corridor

Woodland walk

Business green

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PLAy SPAcE

Planning standard 0.8ha/1000 population 450 dwellings @ 2.5 average = 1,125 population Minimum requirement 0.9ha (additional to unmet 1ha required by Daws Hill development)

LEAP to be provided within green corridor

NEAP to be provided within Ride

MUGA to be provided within Ride

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SPORTS FAcILITIES

Sports pitches - Planning standard 1.6ha/1000 population 450 dwellings @ 2.5 average = 1,125 population Minimum requirement 1.8ha (just met)

Baseball pitch – refurbished to accommodate multiple use and potential STP

Bowling green within Ride

2 tennis courts within Ride

Sport club within community hall

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ALLOTMENTS

Planning standard 0.21ha/1000 population 450 dwellings @ 2.5 average = 1,125 population Minimum requirement 0.24ha (additional to unmet 0.29ha required by Daws Hill development)

Allotments south of the ride

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Based on the pupil multipliers set out in the WDC developer contributions SPD the post 16 yield of stage two would be 21 pupils. This would not require physical infrastructure on the site but financial contributions towards new school places would be collected. Contributions towards post 16 places are set out in the Developers contributions – developers guide which is updated annually. The January 2009 contributions are:

2 bed flats - £182

2 bed house - £728

3 bed - £728

4 & 4+ beds - £1,092

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POLIcING

Space should be provided within the neighbourhood centre that can be used as a police office if required.


FIRE AND REScUE

High Wycombe fire station is due to be relocated, not for operational reasons, but as part of the wider town centre redevelopment. Location of new fire station will be determined by wider directions of growth because location of fire station is governed by statutory response times.


LIBRARy FLOOR SPAcE

No additional floor space required. No contribution towards library services from developments within High Wycombe

cOMMUNITy cENTRES

The Air Cadet Facility currently located on RAF Daws Hill would need to be either retained or reprovided, by incorporating it within a new Community Centre.

Residential developments of more than four dwellings are expected to make a contribution towards community facilities (WDC Developers contributions – developers guide 2009).

Community halls would need to meet the Sports England standard of enabling badminton to be played inside them (a minimum foot print of approximately 24mx16m). WDC is in the process of formulating a new standard for the provision of community centres based on site population. Although a definitive parameter is to be agreed at this date, it is expected that it would require a larger gross floor area.

Moreover, the standard will require the location to be within maximum 15 minute walk (that equates to a 750m radius around the hall, approximately 1200m distance between hall and house). Using this threshold, one community hall would be sufficient for the combined site. The most appropriate location would be near the neighbourhood centre and the pitches.

The master plan proposes this facility to be combined with the clubhouses and changing rooms required to support the open space provision in a single building for both Daws Hill and Abbey Barn. The facility is proposed to be located within the Abbey Barn development and it is expected to be a small building of architectural merit (see Part Five: Design Guidance).

The applicable standard will be defined at the time of the planning application. Currently a contribution is sought from developers of £1,520 per sqm (2007 prices) based on 0.3sqm per person (facility provided by Daws Hill development but on land within Abbey Barn South).


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15.Sustainability

15.1.1 The priorities for sustainable development include high energy efficiency through a combination of Combined Heat and Power (CHP), on-site energy generation, and energy efficient buildings; water conservation; landscape, biodiversity and travel.

15.1.2 Particular attention should be given to the Feasibility Study on Energy Policy and Infrastructure for the Wycombe District (prepared by SEA and Renue in March 2008) and to all relevant environmental guidance issued by WDC in relation to new development.

Daws Hill15.1.3 The following measures should be provided:

Identification of suitable site and provision of modular CHP plant and distribution system. It is expected that the plant would be gas operated in the initial period and dimensioned to provide all heating requirements of the development. In later

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stages, the plant would need to be expanded to serve Abbey Barn South and should be converted to wood burning when the carbon benefits are clear. The site should allow for these requirements.

Setting up of a trust or Energy Service Company for the maintenance and operation of the CHP plant, with charges applied to all properties regardless of acquisition of heat and power from the on-site plant, will ensure that the CHP infrastructure costs will be recovered over a period of time.

15% of energy requirements will be generated on site, unless it is proven that on-site provision reduces the overall energy efficiency of the site. Achieving this target will require either (a) a switch to biomass as and when this is an economically and environmentally viable option or (b) the installation of photovoltaic arrays or wind turbines to supplement the CHP system.

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Homes should be designed to the following standards: - Code for Sustainable Homes 5 (6 post 2016);

Non residential buildings should be designed to the following standards: - BREAAM Excellent;

Sustainable Drainage Systems, including: - Limiting impervious cover to 35% of site maximum; - Porous pavements for all parking areas, driveways and squares; - Use of green roofs on 80% of non residential buildings and apartment buildings; - Usage of infiltration techniques (swales, trenches, detention basins, etc) associated with soak-aways and filtration beds to control pollutants.

Green travel plan for the all land uses and encouragement of use of public transport by initiatives such as:

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- Free travel card on occupation of a property on site; - Information packs about available sustainable travel; - Clear information about available routes and destinations at all bus stops; - Cycling facilities in office buildings; - Cycle parking in all public areas (neighbourhood centre, school, sport pitches, for example). - Provision of cycle tracks along the Spine.

Abbey Barn South15.1.4 All the measures identified above for Daws Hill, except for the CHP plant and network, should be expanded to serve the Abbey Barn South site, and wood-chip conversion if and when this solution provides a carbon saving. The switch to biomass would need to account for any implications in relation to access and parking for regular deliveries of fuel. The design of the initial CHP plant need to factor this in from the outset.


16.Planning framework16.1 Planning context 16.1.1 Annual monitoring of development and planning permissions, together with the recently published Strategic Housing Land Availability Assessment (SHLAA – March 2009) provide an up to date assessment of the housing land supply position in the district. The position as set out in the SHLAA is as follows:

The housing target for the period 2008-26 is of 6,832 dwellings (380 dwellings per annum);

The SHLAA identifies 4,688 dwellings on deliverable/ developable previously developed sites; this corresponds to around 12 years supply of sites, including Daws Hill;

The SHLAA also identifies potential for 2,190 dwellings on deliverable/ developable peripheral greenfield sites, including the Abbey Barn sites.

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Taking account of the potential timing of development of previously developed sites, there is sufficient supply to reach 2019 without any greenfield release;

Additional previously developed sites within the SHLAA where there is currently no information on delivery could result in not requiring any greenfield development before at least 2021.

16.1.2 Market difficulties make it more difficult than usual to establish a firm and robust position on housing supply. Moreover, housing targets are likely to be reviewed when the South East Plan is reviewed, but a timetable for this has not been agreed. On this basis, justification for the release of the Abbey Barn sites before 2019 at the earliest is unlikely to be on the basis of housing land supply.

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16.1.3 However, as set out in Part One of the study, there is currently a shortage of quality office space in Wycombe relative to competing towns (Reading, Slough and Oxford). The short term prospects for increasing supply are poor due to market conditions, although the Delivery and Site Allocations is identifying potential sites, including at the Sports Centre site. The Daws Hill and Abbey Barn site provides a longer term opportunity for enhancing the Wycombe offer on an attractive site in a strategic location. This would necessitate a strategy for enhancing highway access to the site. The long lead times and high costs associated with any highway interventions would provide further justification for a comprehensive approach to the planning of the two sites.

16.1.4 The strongest case for the allocation of the two sites in the Delivery and Site Allocations DPD fundamentally relates to the delivery of a

comprehensive strategic approach to development of the M40 Gateway area, the critical mass of development required to facilitate the delivery of transport and social infrastructure, and provision of new business development, for which there is a strategic justification. If such a comprehensive approach is adopted by the Council, the development of the sites will be expected to deliver the necessary infrastructure and a high quality development.

16.2 Planning strategy16.2.1 The critical mass associated with the phased release of the two sites as part of a comprehensively master planned development would deliver the strategic planning objectives described in Section 12. In addition the development would provide:

A new ‘neighbourhood’ centre on the Daws Hill site serving the two developments and the wider surrounding residential area;

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A primary school on the Daws Hill site (in the knowledge that it could be developed and expanded over time in tandem with housing occupancy over the two sites);

New strategic open space facility on the Abbey Barn South site to meet demands associated with both sites and address existing deficiencies in the south of the town, with the added benefit of avoiding smaller scale fragmented provision on Daws Hill with associated maintenance costs;

A strong negotiating position in relation to contributions towards strategic (off site) infrastructure based upon the impacts associated with the entire development which can then be programmed in accordance with the development trajectory.

The opportunity to address congestion and pedestrian safety issues along Daws Hill Lane through an appropriate agreement with the Catholic schools or through their relocation.

Sufficient critical mass to support enhanced public transport route as described in Section 13.

16.2.2 If the sites were brought forward in isolation over very different planning periods the implications would be as follows:

The proportionate infrastructure demands on the developers/ landowners of both sites would be significantly increased as the scale of development would anyway individually trigger strategic infrastructure requirements envisaged in the master plan without the benefit of a comprehensive approach. This could affect viability, but also the quality of the provision, which will inevitably be fragmented and small scale.

Contributions will be assessed on the impacts associated with each site, rather than the two sites combined resulting in piecemeal provision. For example off site junction improvements would need to be carried out twice.

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Separate developments would make it more difficult to justify major off-site contributions (especially in relation to Daws Hill, which would eventually benefit from subsequent infrastructure provided by Abbey Barn South. Conversely, if major utility network upgrades are found to be required, these could solely fall on the Daws Hill developers as first movers).

Off-site highway infrastructure requirements will affect the viability of Abbey Barn South (Phase 2) more than Daws Hill.

Poorer viability is likely to limit the potential to consider the relocation of the Catholic school or even the delivery of large scale employment.

Development only on Daws Hill is likely to demand a cutback in aspirations for land use mix and infrastructure provision to reflect the lesser demands and returns associated with a reduction in housing numbers of 30-40%.

The integration of the two sites at a later stage would be more difficult, as it would not be possible to secure this through the Daws Hill application if there was no certainty about the release of Abbey Barn South. The consequence is likely to be two more separate housing developments – not one integrated mixed use urban extension. A revised master plan or planning guidance would have to illustrate how Abbey Barn South could be integrated with an earlier Daws Hill development.

16.2.3 The planning strategy which will maximise the coherent and comprehensive development of the two sites should therefore comprise the following elements:

The allocation of both sites within the Delivery and Site Allocations DPD.

Daws Hill as a brownfield site is likely to be phased for release during the first five years of the DPD (2011-2016) with construction potentially starting 2013-14 and completion by 2020.

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Abbey Barn South may need to be phased for release earlier than evidenced by current housing land supply, to ensure that the master plan can be delivered in a comprehensive way. Should the site come forward at completion of Daws Hill, however, development would commence around 2020, a similar time to what the current land supply situation indicates.

The Council should prepare a Supplementary Planning Document covering the entire master plan area. The SPD would: - Identify site boundaries; - Specify the mix of uses (and associated floorspace for non residential uses); - Apply the affordable housing and housing mix policy to the sites; - Identify the specific infrastructure requirements and their relationship to the development in terms of phasing, delivery and funding; - Set out the design principles for the development including landscaping, accessibility, integration and connectivity between the two sites and with surrounding areas, density and form of development; - Provide further site specific guidance on developer contributions towards on-site and off site infrastructure.

16.3 Developer contributions16.3.1 Wycombe District Council has an up to date Developer Contributions SPD. The scope for collecting developer contributions towards infrastructure requirements generated by Daws Hill and Abbey Barn (in accordance with the SPD) is summarised in Section 18 of this report. Significantly, the Council is committed to ensuring the SPD remains up to date so that contributions are collected and allocated in accordance with identified need. Where this study has identified infrastructure needs for which there may be no identified source of funding or mechanism for delivery, the Council may wish to consider a partial review of the SPD on developer contributions to address this deficiency.

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16.3.2 Part of the required infrastructure provision would need to be provided directly rather than through a financial contribution.

16.3.3 It is essential that key infrastructure is delivered in a timely manner and it is recognised that the justification for a comprehensive development of the sites is also justified by the greater potential to deliver infrastructure benefits. However, in the current economic climate, financial contributions towards infrastructure provision may be challenging for some developers. The Council may wish to consider applying some flexibility towards the charging regime applied to the early phases of development. For example, where possible the Council could request payment in kind or provision of land and premises for community facilities where cash payments may ordinarily be requested. Alternatively, if justified, the Council may allow some deferral or phased payments of contributions towards infrastructure that is not required in advance of development.

16.3.4 Particular attention will need to be given to the level of developer contribution sought from each of the developments to the provision of strategic off-site infrastructure. These impacts will need to be looked at in combination as the aggregate impacts of a comprehensive development will result in a different package of proposed solutions for mitigation than would be the outcome of assessing the impacts of each site in isolation.

16.4 Housing mix16.4.1 The Wycombe LDF Core Strategy Affordable Housing and Housing Mix Policy states that ‘New housing developments will be expected to provide for a mix of dwelling size, type and tenure that meet the identified housing needs of the community, including a significant proportion of smaller dwellings’.

16.4.2 The Buckinghamshire Strategic Housing Market Assessment (SHMA) does not provide indications for the mix of private dwellings by size or type. This will largely be determined by market demand. However,

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the SHMA indicates that for Wycombe as a whole 31.4 percent of households have dependent children while 25 percent of immigrants to the town have dependent children. The indication is that there will remain significant demand for family sized housing.

16.4.3 Application of the LDF Affordable Housing and Housing Mix policy to the sites generates different requirements for Daws Hill and Abbey Barn South. The former, as a brownfield site, should provide 30% of bedspaces as affordable housing, the latter (a greenfield site) should provide 40%. The Council’s tenure split is of 2/3 social rented and 1/3 shared ownership/intermediate tenures.

16.4.4 Affordable unit mix should be in accordance with WDC Developer Contributions SPD, namely for social rented housing:

1 bed/ 2 person flat - 20%


2 bed/ 4 person house - 15%

3 bed/ 5 or 6 person house - 35%

4 or more bed/ 6-8 person house - 15%

and for shared ownership homes:



2 bed/ 4 person house - 15%

3 bed/ 5 or 6 person house - 15%

4 or more bed/ 6-8 person house - 0%

16.5 Retail provision16.5.1 PPS6 requires retail provision to be subject to a sequential test, with town centre and edge of town centre sites being the priority locations. However, policies elsewhere on sustainable urban extensions require that they provide an appropriate level of retail, leisure, social, cultural, community and health facilities that meet local needs but do not compete with the town centre.

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16.5.2 Accordingly, it is proposed that to meet day to day retail needs a sustainable urban extension should provide 80% of its convenience and 15% of its comparison needs.

16.5.3 Accordingly, the retail component of the combined development should only aim to fulfil the needs of 1,000 to 1,100 new homes (range proposed in Section 12) and also serve the existing 600 homes within walk/ cycle distance which have no alternative local facilities. The table below shows the assumed proportions of units sizes by bedroom numbers and the average occupancy rate, based on Census data and reported in the Developer Contributions SPD.

16.5.4 Besides the residential development there is also projected to be 25,000sqm of office space which can accommodate around 1,250 employees. The assumption is that 10% of convenience spend is undertaken at your place of work.

16.5.5 Assuming residents of the development have the same earnings profile at residents of Wycombe as a whole, the projected retail spend for when the sites are projected to be built out is indicated in Table 16.2. This is then translated into retail likely to be supported on site.

16.5.6 The master plan includes only around 70% of the calculated retail projections set out in Table 16.2. This is to ensure that the development does not compete with other sequentially preferable locations, including High Wycombe Town Centre and Flackwell Heath District Centre.. For this same reason, no large convenience shopping unit is to be provided on site, with a grocery store limited to basket shopping.

16.5.7 In addition, recent up to date retail projection for the town as a whole (Nathanial Lichfield and Partners, 2009), show that there is very limited scope for additional convenience and comparison retail floorspace provision across the town in the short to medium term, and limited scope right up to 2026 in terms of convenience floorspace.

16.5.8 Floorspace requirements are calculated by average annual spend by retail type subdivided by sales values per square metre of sale area.


Table 16.1: Residential populationDEVELOPMENT % BY SIZE BEDROOMS OCCUPANTS NUMBER OF PEOPLE

New

1,100 20 4 4 880

1,100 40 3 3.5 1,540

1,100 30 2 2.5 825

1,100 10 1 1.5 165

Existing

600 60 4 3 1,440

600 40 3 2.6 840

Total 5,690

Table 16.2: Spend by retail type – floorspace requirements sqm

RESIDENTS (£) WORKERS (£) TOTAL (£) FLOORSPACE

Convenience 9,480,000 300,000 9,780,000 1,320

Comparison 4,820,000 0 4,820,000 1,290

Retail services 1,040,000 30,000 1,070,000 160

Meals & drinks 2,260,000 560,000 2,820,000 850

Comparison of convenience nature 3,460,000 110,000 3,570,000 580

Total 17,600,000 890,000 18,490,000 4,200

Notes:

Assumes 80% of Convenience, 15% of Comparison, 80% of Retail Services, 25% of Meals & Drinks, 80% of Comparison of Convenience Nature is spent locally by residents.

Assumes 10% of Convenience, 0% of Comparison, 10% of Retail Services, 25% of Meals & Drinks, 10% of Comparison of Convenience Nature is spent by workers.

Assumes a convenience expenditure growth rate of 0.8%, a comparison expenditure growth rate of 4.5%, a retail services expenditure growth rate of 1.8%, a meals and drinks expenditure growth rate of 1.8%, a comparison of convenience nature expenditure growth rate of 4.5%.

Assumes a convenience productivity growth rate of 0.8%, a comparison productivity growth rate of 2%, a retail services productivity growth rate of 0.8%, a meals and drinks productivity growth rate of 0.8%, a comparison of convenience nature productivity growth rate of 0.8%.

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PART FOUR: Delivery Framework


17.Phasing

17.1.1 The phasing of delivery of Daws Hill and Abbey Barn is critical to their successful implementation. The phased release that would support the delivery of the wider master plan objectives, and in particular the timely delivery of infrastructure in parallel with development, is as follows:

Phase 1 (years 1-6): Mixed Use Development at Daws Hill comprising: - 550 dwellings - a mixed use neighbourhood centre, including a community centre and a local primary school

Phase 2a (years 5-10) Residential Development at Abbey Barn South - 450 – 500 dwellings and extensive (formal and informal) open space

Phase 2b Non residential development at the far eastern end of Abbey Barn South to comprise one of the following uses, subject to viability and

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market demand. Two options are proposed in the following in order of priority: - Option 1 – High quality office development – in the region of 25,000 sq m, together with ancillary local shops, cafes/restaurants and creche facilities - Option 2 – as land for the possible long term relocation of St Bernard’s and St Augustine’s Catholic Schools and development of the current school site for a mix of additional residential and business development.

17.1.2 It is considered that development will start in the 2011-2016 period, with first completions likely to take place around 2013 (assuming outline planning permission in 2011, detailed consents and site enabling works during 2011/ 2012).

17.1.3 The timing of Phase 2a is critical for the integrity of the master plan and the delivery of the wider objectives for the M40 Gateway. It will be important that this phase is brought forward as Phase


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1 concludes to ensure that the continued viability of the public transport, education, social and retail infrastructure provided as part of the first phase of development is not undermined.

17.1.4 The timing of Phase 2b is largely dependent upon the viability and deliverability of the options. This will be related to the demand for office space within the High Wycombe area. Current market conditions would not suggest that there will be sufficient demand in the short to medium terms to warrant an early release. However in the longer term as the economy recovers the town would benefit from a strategic employment allocation to improve its offer to the market. The phasing of this release is difficult to predict and will probably emerge from future employment land reviews to be undertaken by the Council. However, it is unlikely that a commercial development scheme would be a viable proposition in isolation from the wider housing development and so is unlikely to come forward in advance of Phase 2a. It will be important,

however, that employment is not left as a later phase, and the Council may wish to consider how to secure the delivery of employment in policy terms. It is also essential that the timing of the development of a strategic employment (office) allocation is not prejudicial to the bringing forward of town centre office allocations and office allocations on more sustainable sites.

17.1.5 The recovery of the housing market will be essential to underpin the school relocation option, which is necessary to provide the required funding. This option would also be determined by the school’s ability to raise its own finance to enable to move. This is likely to take a number of years.

17.1.6 Abbey Barn North should be treated as a reserve site in the Delivery and Site Allocations DPD, to be brought forward if and when required. Its relationship – in terms of the timing of its release – is not strongly dependent on the other two sites, with the only direct impacts being in relation to potential off site highway works on Abbey Barn Lane.

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18.Infrastructure phasing

18.1 Overview18.1.1 The timing and phasing of infrastructure is important to provide residents with the quality of life they expect, to help reduce unnecessary travel and to build a community.

18.1.2 The infrastructure framework for the master plan is based on a shared provision of physical, social and green infrastructure across the Daws Hill and Abbey Barn Sites. This will be the most efficient and effective way to provide high quality facilities to this area.

181.3 The alternative – a requirement for each site to provide only for that infrastructure required to support the level of development it generates – fails to capitalise on the ability to secure added value from the synergies between the two sites and the wider M40 Gateway area, as outlined in Section 17.

18.1.4 The provision of green infrastructure is perhaps the most obvious example, whereby the large area of

undevelopable land on Abbey Barn South is utilised for the provision of public open space to meet some of the requirements associated with Daws Hill. Some open space required to support development at Daws Hill may need to be brought forward on Abbey Barn South in advance of its release for development. Conversely, early provision of social and community infrastructure including a primary school and community centre as part of the Daws Hill development will also meet the requirements associated with the Abbey Barn South development.

18.1.5 This complementarity and interdependency between the two sites provides a strong argument for bringing forward the development of Abbey Barn South in advance of when its release may be triggered by housing land availability, provided all the necessary infrastructure is provided. Failure to deliver the infrastructure undermines the case for


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comprehensiveness. Conversely, a significant time delay in the development of Abbey Barn South (after the completion of development of the Daws Hill site) would endanger the viability (even perhaps the delivery) of the shared infrastructure (including the neighbourhood centre) on Daws Hill, as all are predicated upon a level of demand associated with the development of both sites. Any uncertainty surrounding the allocation and timing of release of Abbey Barn South could be used by the developer of Daws Hill to argue for a reduced level of provision of infrastructure and by consequence a significant amendment to the form and layout of development.

18.1.6 Transport infrastructure phasing has yet to be determined. It will require further detailed consideration following agreement on the appropriate package of mitigation for the development. The definition of the transport strategy required to support the development

requires a comprehensive assessment of the most appropriate solutions against stated objectives. The landowners and their development partners should work in partnership with the planning and transport authorities to determine the appropriate strategy and the appropriate apportionment of financial contributions between parties.

18.1.7 The infrastructure delivery associated with the Daws Hill and Abbey Barn (residential element only) development is indicated in Table 18.1 (excluding transportation and utilities). The infrastructure associated with the non-residential component of Abbey Barn South cannot be determined until a preferred land use option is agreed.

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Table 18.1: Infrastructure Phasing

PHASE 1 PHASE 2

Public transport link to Coachway/ Park & Ride and contribution towards operational costs during Phase 1.

Extension of public transport service; rerouting of existing services; potential bus terminus facilities.

Walking and cycling improvements to Daws Hill Lane.

Link to town centre through Wycombe Abbey School.

Walking and cycling improvements to Abbey Barn Lane.

Link to woodlands and countryside.

Transport Infrastructure requirements and phasing to be determined.

Transport Infrastructure requirements and phasing to be determined.

Single form entry primary school. Possible expansion of school to 2 form entry or contribution to schools off site.

Community Centre (incorporating Air Cadet Facility, Nursery Provision, sport clubhouse and changing rooms).

Neighbourhood Centre (shops, cafés and restaurants).

Parks:

Neighbourhood Green (incl. LEAP).

Woodland Walk (partial).

Wooded Open Space (incidental).

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Parks:

Park within the Ride (7ha excluding playspace).

Green Corridor.

Woodland Walk.

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0.29ha allotments (on Abbey Barn South). 0.24 ha Allotments.

1 ha Play Space (additional to LEAP) to be provided on Abbey Barn South.

0.9 ha Play Space (additional to 1.0 required by Daws Hill):

LEAP within Green Corridor.

NEAP within Ride.

MUGA within Ride.

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2 Large pitches for football and bund to screen for motorway noise.

2 Tennis Courts (existing –refurbished).

Baseball pitch (refurbished to accommodate multiple use).

Bowling Green within Ride.

2 tennis courts within ride.

Sports club.

0.55ha Informal Open Space. 0.45 informal open space (minimum).

Modular CHP plant and distribution system. Extension to CHP plant and possible conversion to woodchip biomass.


Table 18.2: Delivery of infrastructure

FAcILITy DELIVERy AGENcIESDEVELOPER cONTRIBUTIONS IDENTIFIED REqUIREMENT OR DEVELOPERS GUIDE, JANUARy 2009

Public Transport Bus Operators/ County Council/ Developer Yes

Highway Works, including public transport link, walking and cycling, road infrastructure

County Council/ Developer Yes

Secondary healthcare Buckinghamshire Hospitals NHS Trust No

Primary healthcare Buckinghamshire Primary Health Care TrustYes – allowed for in SPD in areas of identified deficiency, though currently not collected for

Pre-schoolDeveloper to provide suitable land or property and private sector deliver service

Yes

18.2 Infrastructure delivery18.2.1 The necessary infrastructure will need to be delivered through a combination of service providers and the developer. The exact mechanism for certain facilities will have to be agreed at the planning application stage, but the table below sets out who we anticipate would deliver different facilities.

18.2.2 It is important to emphasise that the infrastructure requirements (particularly in relation to transport and highways) would not necessarily be based on the financial contributions indicated in the Developer Contribution SPD. They should be primarily based on providing what it is identified as necessary to mitigate the development’s impacts and provide a high quality sustainable neighbourhood.

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19.Viability19.1 Overview19.1.1 It is recognised that viability can be a particular issue for development at the present time, including major development such as that envisaged in the master plan. An initial viability assessment of the recommended preferred option master plan was carried out to understand the financial viability of the proposed development. This was based on current costs and values and residual development appraisal method.

19.1.2 While construction and infrastructure costs can be estimated, no reliable assessment of land values could be carried out, as no comparable evidence could be identified because of the market downturn and the nature and location of the sites. Similarly estimates of existing sales values can be made, this may not be a good guide to future sales values given current market conditions. This has been only partially addressed by assuming a range of sales value increases during the course of the delivery period.

19.2 Assessment of values 19.2.1 The appraisals have been based on the development quantities and transport and other infrastructure costs described in Sections 12-14 of the report, with the exception of the following:

Off-site highway infrastructure costs, because the most appropriate solution is as yet undetermined and three options have been put forward which have a great variation in implementation cost;

CHP plant marginal costs over and above conventional energy supply and heating installation, as the operational model and phasing of the plant may result in no additional costs for the developer;

Code of Sustainable Homes Level 5 and 6 additional costs, as today’s estimates of additional cost per unit is extremely high and unlikely to reflect future costs.

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19.2.2 Where infrastructure is not to be provided directly, financial contributions have been calculated on the basis of the Developer Contributions SPD, or on experience of similar contributions elsewhere.

19.2.3 On the basis of these assumptions, and using current market values for sale and current finance costs, both sites show positive residual values and a medium level of surplus.

19.3 Land values 19.3.1 In this market condition and given the specific nature and location of the sites, an estimation of the level at which the sites might transact at in the open market is a highly subjective task, which is likely to result in a broad range of possible values potentially being negotiated between current use value and hope value for the sites. The current freeholders will have their own views as to the planning prospects and the ultimate value of their land.

19.3.2 The land value of Daws Hill would need to take account of the following issues:

The site is an identified brownfield site within the Delivery and Site Allocations DPD. The Core Strategy has a brownfield first approach. With that in mind, a potential purchaser would see the site as a potential short/medium term residential development opportunity.

Although the site is an identified brownfield site at the edge of the urban area with a strong likelihood of achieving planning permission, there is no permission currently in place. There is always a risk, where planning permission has not been granted, that permission might not be granted, or might be granted for a lower value use/scheme. There will be a time period before permission is granted.

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Clearance costs are not likely to be significant. However, the Daws Hill site includes a small Air Quality Management Area and Category A wooded areas to be retained. Category B trees will also reduce the efficiency of the development, even on the assumption that incoming purchasers would seek to ‘design optimise’ the site to incorporate these trees within the open space/ gardens/ recreational facilities.

The site has poor tansport accessibility, located in an area affected by congestion and poorly served by public transport. At present it has a single access point. Open space and social infrastructure are also locally deficient. Infrastructure requirements for the development to secure satisfactory levels of provision to make development acceptable are likely to be significant, impacting on land values and making comparisons with other sites difficult.

Because of the poor infrastructure at this location, there is a risk that the better located competing residential development sites in High Wycombe might be brought forward before the Daws Hill site, unless the deficiencies can be redressed.

19.3.3 Abbey Barn South land values would need to take account of:

Abbey Barn South is a greenfield site that has been identified, in the Core Strategy, as one of five greenfield sites to be reserved for future development. The latest assessment of housing land supply indicates that greenfield sites are unlikely to be required before 2019.

There is considerable risk associated with achieving planning permission on a greenfield site. However, the Core Strategy and publication of this Framework suggests that there is a reasonable chance of future development potential.

The Abbey Barn South site includes the Woodland Ride and woodland buffer areas which are not developable.

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The site has poor transport accessibility, located in an area affected by congestion and poorly served by public transport. Open space and social infrastructure are also locally deficient. . Infrastructure requirements for the development to secure satisfactory levels of provision to make development acceptable are likely to be significant, impacting on land values and making comparisons with other sites difficult.

Because of the poor infrastructure at this location, there is a high risk that the better located competing residential development sites in High Wycombe might be brought forward ahead of Abbey Barn South, unless synergies with Daws Hill and a comprehensive infrastructure package is achieved by the development.

19.3.4 Because of the higher planning risk and general uncertainty, it is likely that land values at Abbey Barn South would be lower than Daws Hill. On the other hand, the existing tree cover and characteristics of the Daws Hill site may make development less efficient and reduce the development values, particularly if no advantage is taken of possible infrastructure synergies between the two sites (see Sections 17 and 18).

19.4 Sensitivity and Options 19.4.1 A sensitivity analysis has been carried out on the appraisal outcomes. The key variables that have been tested are:

Residential sales values;

Build costs;

Development densities;

Affordable housing and the impact of grant funding;

Off site highway infrastructure costs/ contributions;

Potential cost of sustainability measures.

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19.4.2 The sensitivity analysis provides an understanding of how changes in market conditions and development characteristics could impact upon the scheme’s viability and the potential for the scheme to deliver further infrastructure contributions through any potential surplus.

19.4.3 By way of example a 20% increase in sales values combined with a 10% increase in construction costs could increase the appraisal outcomes by around 50%. A 20% increase in residential sales values combined with a 20% increase in development density produces an appraisal outcome which is more than double. Grant funding of the affordable housing component could also increase the baseline appraisal outcome by 40-50%.

19.4.4 A variety of other external funding sources should also be investigated including funding for transport initiatives including national funding initiatives, Regional Funding Advice and local funding programmes.

19.4.5 Other additional costs (off-site infrastructure, CHP and higher Code Levels) have been assessed as a broad range because solutions are as yet undetermined. These are set out in Appendix 3. It is recommended that, at the time of development, an ‘open book’ discussion is initiated between developers and the Council, so that an appropriate scheme is identified within the parameters of this framework, that ensures that the necessary infrastructure is provided.

19.5 Conclusions19.5.1 The viability study highlights the following:

In current market condition it is difficult to ascertain the value of both the land and of development, and market-standard methods of assessment (based on current costs and values) become subjective and unreliable. This is particularly the case for a major development phased over at least a 10 year period;

Nevertheless both sites show a positive outcome, based on the parameters of this framework;

Sensitivity testing of options and design/ value variables indicate a great variation of appraisal outcomes.

19.5.2 In the current market, lower sales values, site specific constraints including proposed and potential infrastructure and sustainability measures have a significant impact on residual values. However, given the timescales involved in the development of these sites, expected market improvement within this time period, and other potential means of improving the value of the development, delivery of these sites should be achievable in the medium to longer term.

19.5.3 This framework provides guidance and direction for future ‘open book’ discussions between the Council and developers.

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PART FIVE: Design guidance


20.1 Development typology and design guidance20.1.1 The proposed master plan framework as set out in section 12 provides the basis to take forward development of the Daws Hill and Abbey Barn South area to a more detailed stage. The overall intention of the master plan is to secure development that provides a new neighbourhood at the edge of the High Wycombe central area, informed in scale and nature by the existing green infrastructure and mature landscape. This section of the report provides initial guidance to help realise this. It sets out guidance on typology requirements and the nature of design envisaged to help developers realise the master plan. The Council may want to take this further in detailed discussions or guidance at a later stage.


Medium-low density (30-45 dph)

20.1.2 This is the prevalent development type for both Daws Hill and Abbey Barn. It will be delivered through a mix of detached, semi detached and terraced development. This development type should be designed to Building for Life Silver Standard as a minimum. 30% of properties to adopt Lifetime Building standards.

Prevalent height to be two storeys. Occasional three storey units to be located to accentuate important corners and provide variety.

All buildings to present their principal frontage on the main street adjacent to the plot and create an articulated but coherent building line.

Set-backs to be either a maximum 3m and enclosed by appropriate walling and fencing or sufficiently deep (for the larger units) to create an enclosed front drive or garden including hedges and trees.

No exposed driveways to occupy the main frontage of the house. Parking to be accommodated in a combination of on street, on and off plot and well integrated with the development layout. Individual parking courts to be limited to a maximum of 10 spaces.

Provision of secure cycle storage and space for waste bins taking account of reasonable space for recycling within the building curtilage.

Built form and materials should be contemporary and locally distinctive.

Architectural elements, such as fenestration, roofs and chimneys, boundary treatment (such as railing and low walls), should be coherent with local setting and built types.

Articulated and well proportioned elevations.

Well proportioned garden sizes.

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Medium density (50-60 dph)

20.1.3 This development type is located at the site entrances, near the neighbourhood centre and the spine. Additional density, driven by urban design and architectural objectives of appropriate scale and framing in relation to streets, squares and gateway locations, should be primarily delivered through this type, through a mix of townhouses and terraced development. Medium density housing should designed to Building for Life Silver Standard as a minimum. 30% of properties to adopt Lifetime Building standards.

Typical height to be three storeys.

Site layout to accentuate important corners and the spine.


Set-backs occasionally present for the purpose of variety to a maximum of 3m and enclosed by appropriate walling and fencing. Public paving up to the building line to be provided when adjacent to significant public areas such as the squares.

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No exposed driveways to occupy the main frontage of the house. Parking to be accommodated in a combination of on street, on and off plot and well integrated with the development layout. Individual parking courts to be limited to a maximum of 10 spaces.

Provision of secure cycle storage and space for waste bins taking account of reasonable space for recycling within building curtilage.


Architectural elements, such as such as fenestration, roofs and chimneys, boundary treatment (such as railing and low walls), should be coherent with local setting and built types.


Well proportioned garden sizes.

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Apartments (60-75 dph)

20.1.4 This development type is not to be present in significant quantities as part of this development and is only located at the site entrances, near the neighbourhood centre and the spine. Apartments should be designed to Building for Life Silver Standard as a minimum. 30% of properties to adopt Lifetime Building standards.

20.1.5 Apartment building included in the Ride to be of exceptional quality.

Typical height to be three to four storeys.

Site layout to accentuate important corners.


Ground floor flats to be dual aspect and have individual front doors facing the street.

Set-backs occasionally present for the purpose of variety to a maximum of 3m. Property boundaries to be well defined and enclosed by appropriate walling and fencing.

Public paving up to the building line to be provided when adjacent to significant public areas such as the squares.

Parking to be accommodated in a combination of on street and rear courtyard parking (maximum 10-15 spaces per courtyard).

Provision of secure cycle storage and space for waste bins taking account of reasonable space for recycling.


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Architectural elements, such as fenestration, roofs and chimneys should be coherent with local setting and built types.

All flat roofs to be planted using green roof technologies


Each apartment to have private amenity space and access to multi-functional communal amenity space.

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Other land uses

Commercial buildings

20.1.6 This development type is only located near the neighbourhood centre and the campus.

20.1.7 Key buildings fronting Abbey Barn Lane to be of exceptional quality.

Typical height to be three to four storeys.

Careful site layout to accentuate corners and provide variety.


Property boundaries to be well defined and enclosed by appropriate walling and fencing.

Public paving up to the building line to be provided when adjacent to significant public areas such as the squares.

Parking to be provided as an integral part of the streets, with additional rear courtyards to accommodate the remainder.



Architectural elements, such as fenestration, front space, roofs and chimneys should be coherent with local setting and built types.



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Community buildings

20.1.8 This development type is only located near the neighbourhood centre.

20.1.9 The community centre/ clubhouse at the edge of the Ride to be of exceptional quality.


Property boundaries to be well defined and enclosed by appropriate walling and fencing. Public paving up to the building line at main frontage.

Parking to be shared with other uses or unallocated and provided as an integral part of streets and squares.



Architectural elements, such as fenestration, front space, roofs and chimneys should be coherent with local setting and built types.



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Streets

20.1.10 All streets should be designed to the principles and aspirations set out in Manual for Street. In particular:

Maximum allowed speed to be 20mph. Speed to be controlled by priority setting at junctions within the grid.

Road widths and kerb radii should be kept to the minimum.

Visibility splays should encourage careful approach to the junctions.

Footways to be generous (3m minimum along the spine, 2.2m min along other routes). Footways and building lines to be articulated in widening and openings.

Shared surfaces to have a maximum width of 6m.

Streets to incorporate sustainable drainage systems.

Lighting master plan required: white colour lighting only and accent lighting at key locations. Sensitive low lighting levels along the woodland walks and the park.

Minimal or no use of road markings, traffic signs, etc.

Seating and cycle parking facilities to be located at key point and regular interval: furniture master plan required.

Interpretation panels to be incorporated along woodland walks and park.

Landscape character to be inspired by woodland. Species to be limited to woodland and hedgerow species already present on site.

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Squares

20.1.11 All squares should be designed to encourage safe and free pedestrian use as set out in Manual for Street. In particular:

Maximum allowed speed to be 10mph. Speed to be controlled by raised carriageway arrangements and Shared Space principles.

Road widths and kerb radii should be kept to the minimum.

No use of road markings, traffic signs, etc.

Squares to incorporate sustainable drainage systems.

Only natural or distinctive paving materials and furniture.

Lighting master plan required: white colour lighting only and accent lighting.

Seating and cycle parking facilities to be incorporated as part of the design. Play space to be well visible from the roads and designed according to CABE guidance.

Landscape character to be inspired by woodland. Species to be limited to woodland and hedgerow species already present on site.

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Colin Buchanan10 Eastbourne TerraceLondon W2 6LGT 020 7053 1300F 020 7053 1301

Documents

Daws Hill & Abbey Barn planning and infrastructure framework (2009)