Daws Hill & Abbey Barn Planning and Infrastructure Framework

Wycombe District Council
M40 Gateway
Daws Hill
Abbey Barn
Planning and Infrastrucure Framework
Volume 1 - Main Report
In association with Drivers Jonas and Ech2o
August 2009
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: london@cbuchanan.co.uk
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
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VOLUME 1 - MAIN REPORT
Contents
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
1.Introduction
1.1 The appointment
1.1.1 In June 2008, Wycombe District Council (WDC) timescale and contribution to wider investment needs
appointed Colin Buchanan (CB) in association with for the town.
Drivers Jonas (DJ) and Ech2o to prepare a planning 1.1.4 During the course of the study (May 2008 to
and infrastructure framework for three sites part of July 2009), we have engaged with a wide number of
the M40 Gateway area of High Wycombe. The client stakeholders and incorporated their aspirations and
steering group also included Buckinghamshire County requirements into the development of the final master
Council (BCC) transport department. plan proposals. District and County Councillors have
1.1.2 Colin Buchanan is responsible for planning, been briefed at all key stages of the project. Key
infrastructure, master planning and transport. DJ stakeholders include:
support and assess the master plan in terms of • Transport: Buckinghamshire County Council;
property viability, while Ech2o assist in the identification Highway Agency, bus operators;
of sustainable energy measures for the area.
• Education: Buckinghamshire County Council; St
1.1.3 The objective of the study is to inform the Delivery Bernard’s School; St Augustine’s School; Wycombe
and Site Allocation Development Plan Document Abbey School;
(SADPD) to be finalised for submission to Government
in 2010 and to guide development in terms of quality • Landowners/ Developers: Defence Estates;
and quantity. The study will influence the development Carington Estates; Berkeley Strategic; Wycombe
potential of these areas in terms of land use, character, Abbey School;
M40 Gateway Daws Hill and Abbey Barn Area Planning and Infrastrucure Framework August 2009
Introduction
• Residents and local pressure groups in three 12th century. It is also, however, a sizeable employment
meetings and workshops in October and November centre, gradually moving away from traditional sectors
2008; towards the knowledge economy.
• Service providers, through telephone interviews. 1.2.3 It provides spacious and green residential
neighbourhoods dispersed on the hills, proximity to
1.2 Background and overview attractive landscape and the countryside, which is in
large part recognised and protected by policy: Chilterns
1.2.1 High Wycombe is located in South Area of Outstanding Natural Beauty or Green Belt, as
Buckinghamshire approximately 45 km north west well as local designations. Recreational open space,
of London. Situated approximately half way between however, is somewhat limited as much of the open
London and Oxford, High Wycombe is the second space is privately owned and inaccessible.
largest town in Buckinghamshire. It is adjacent to
junctions 3 and 4 of the M40 and is well served by the 1.2.4 The town centre displays an attractive mix of
strategic road network. historic buildings, a new retail shopping centre, and a
small range of cultural facilities. It has, by and large,
1.2.2 The town is located along a river valley and an attractive public realm and it is well served by
between the steep Chiltern Hills. It is a lively and leafy numerous multi-storey parking. The recently opened
market town, with the stalls crowding the high street Eden shopping centre, which incorporates the former
three days a week – a tradition stretching back to the Octagon, provides 79,000sqm of retail and leisure,
Colin Buchanan Wycombe District Council August 2009

with a small residential component. It is anchored by • Abbey Barn South, a greenfield area in single
a 13,000sqm House of Fraser department store and a ownership and part used for growing crops; this site
9,500sqm Marks & Spencer store. It also includes a 12 includes the remainder of the grand Ride that was
screen cinema, bowling and a small selection of family formerly reaching Daws Hill House and is now a
restaurants and franchise cafes. Its offer, particularly protected landscape feature;
in the fashion sector, aspires to serve the wider
• Abbey Barn North, a relatively isolated greenfield
catchment of the M40 and aims to make the town
site in multiple ownership, which has developed
centre a sub-regional shopping destination.
interesting habitats.
1.2.5 The strategic context for this study is provided
1.3.2 The sites have a total area of over 70 hectares,
by the South East Plan (2009) which identifies High
only partially developable due to environmental
Wycombe as a Regional Hub within the wider Western
constraints. The Strategic Housing Land Availability
Corridor and Blackwater Valley Sub-region. This is
Assessment (SHLAA – March 2009) identifies that
one of the most economically successful and dynamic
there may not be a need to release greenfield land
parts of the South East, yet High Wycombe itself is
for housing until approximately 2019. The Inspectors
not as economically successful as some parts of the
Report on the Core Strategy (May 2008) stressed
sub-region and includes some of the most deprived
the needs to secure synergies between the M40
wards in the region. The Plan acknowledges that
Gateway sites and future developments. Therefore,
the area contains a complex pattern of settlements,
the release of the two greenfield sites is closely linked
administrative structures and environmental
to comprehensiveness of approach and opportunity
designations as well as high pressure for, and on,
to address wider objectives and priorities for change.
infrastructure that all require careful co-ordination and
These are discussed in Section 2 of this report, and
management.
can be summarised as:
1.3 The study area • The exploration of synergies between the three
sites and within the context of other M40 Gateway
1.3.1 The study focused on the role and synergies in allocations.
the M40 Gateway, particularly to the east of Marlow
Hill, where significant change is already pursued at the • The economic role of the study area.
Sport Centre site, with the proposal of a mixed area • Comprehensive measures to provide highways and
including a regional coachway, park and ride, sport public transport infrastructure.
centre and 25,000sq m of office development. The rest
• The minimisation of impacts (and reliance) onto the
of the area is essentially residential, with the exception
M40 and Handy Cross Junction.
of the two Roman Catholic Schools of St Augustine’s
(Primary) and St Bernard’s (Secondary). The residential • The identification and provision of social and
development form is in prevalence large detached community infrastructure needs of the sites and the
houses with large front and back gardens. wider areas.
The area also includes three potential development • The scope for highly sustainable development.
sites (see Figure 1.1), which are the focus for this
• Exemplar design solutions.
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;
Figure 1.1: Study area
Introduction
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 report

1.4.1 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.
PART ONE:
Setting the Background
2.Strategic objectives:
the future of High Wycombe
2.1 Strategic issues
includes a wide area focused on the Thames Valley
Strategic planning
between London and Swindon, with Basingstoke
2.1.1 High Wycombe is a relatively large service at its southern boundary and High Wycombe at its
centre which acts as a focus for economic activity northernmost. High Wycombe is one of four Regional
for surrounding areas. High Wycombe is one of 22 Hubs within the WCBV sub region which faces
Regional Hubs identified in the South East Plan. significant pressures for economic and housing growth
These are a network of cities and towns where most whilst experiencing some of the highest levels of
employment, retail, leisure and cultural activity will transport congestion and house price inflation in the
gravitate. Greater South East.
2.1.2. The Plan supports the ongoing development and 2.1.4 The Core Strategy for WCBV (Policy WCBV1)
growth of Regional Hubs by affording them priority in reinforces the priority afforded to infrastructure
terms of new transport investment but in turn focuses investment and development in the Regional Hubs.
new housing development and economic activity in It also allows for greenfield urban extensions to be
locations close to or accessible by public transport to brought forward where they minimise incursions into
these hubs. It also encourages higher density and/or Green Belt or protected areas. The focus for these
mixed uses in Regional Hubs to create ‘living centres’. extensions will be on the less constrained hubs of
2.1.3 High Wycombe lies within the Western Corridor Basingstoke, Reading, Bracknell and Newbury, but the
and Blackwater Valley (WCBV) sub-region which plan indicates that smaller allocations may be brought
Strategic Objectives: the future of High Wycombe
View from Crendon Street
forward at other settlements, subject to meeting and strategic demand for employment space, and the
sustainability considerations. It goes on to state that balance between labour supply and demand. The aim
‘while the use of previously developed land and/or to secure a balance between homes and jobs at the
urban regeneration will be priorities, minimising the take local level should not override the need for the sub-
up of greenfield land will not be a factor that overrides region to continue to contribute to regional and national
all others’. economic prosperity. If employment land is judged
insufficient, new areas of employment land will be
Economic potential identified in development plan documents.
2.1.5 High Wycombe has a successful economy which 2.1.7 Within the sub-region, Reading clearly has the
has been growing faster than the regional average. It largest office market with Wycombe District, Slough
is a balanced economy with high levels of employment District and Oxford having similar levels of stock.
and a highly skilled workforce, mainly in managerial and However, should the office stock in other locations
professional occupations. However, unlike Reading and within the district, such as Marlow and Stokenchurch,
Basingstoke, Wycombe is not identified as a ‘Diamond’ not be accounted for, High Wycombe would have the
for investment and growth in the Regional Economic smallest office market by some margin.
Strategy.
21.8 Office take up figures for 2007 clearly indicate the
2.1.6 The WCBV strategy requires local authorities to static nature of the market in Wycombe District. This
work in partnership to assess the evidence of local can be attributed to lack of new office space in recent
Colin Buchanan Wycombe District Council August 2009

years, combined with lack of demand. By comparison, the A4128, which runs north from the town centre
Reading, with its more significant office market, in through the Hughenden Valley to Great Missenden.
2007 had a take up which was 17 times greater than
2.1.11 The main strategic east-west road link is the
that in Wycombe District. Both Slough District and
M40 which gives access to London to the east and
Oxford have considerably higher take up as a result
Oxford and Birmingham to the west. There is heavy
of more office space being developed and their better
reliance of Junction 4 (Handy Cross) for strategic and
established position as office locations.
local movements as Junction 3 at Loudwater only has
2.1.9 In order to ensure a sustainable balance between access/ egress from the east. Within the town centre
residential and economic growth, new office and the A40 (London Road, east-west) meets the A404
employment locations would need to be identified, (Marlow Hill, north-south) at the Abbey Way Gyratory.
complemented by active promotion of the town as
2.1.12 Because of the geographical location of the
an attractive place to work and live. Potential office
town, its topography and historic development,
locations include:
strategic highway infrastructure is restricted to a few
• Short term: recently built small units (150 to major strategic routes, which are inevitably congested,
350sqm) at Anglo Office Park, within the Cressex as they serve both local and sub-regional traffic.
Business area; the 2ha office site within the Phase 2
2.1.13 High Wycombe is well serviced by public
of the Wycombe Marsh Development;
transport:
• Medium term: approximately 25,000sqm of
• The rail network with regular trains to London
category A office space as part of the M40 Gateway
Marylebone with a journey time in the region of 40
regeneration of the Sport Centre site, which also
minutes.
includes a coachway hub and Park & Ride facility, as
well as a refurbished sports hall. An outline planning • Proposals to establish an inter-urban coachway
application for this site is due to be submitted in adjacent to the Handy Cross Junction, now at
2009. planning stage, will further enhance strategic access
to the town.
• Longer term: potential redevelopment of part of the
hospital site and the Council offices site (less than • The new bus station at Eden Shopping Centre
1ha), as part of a forthcoming estate reviews; a clear has been recently completed. This provides a
site at Hughenden Quarter (2.5ha) available for a bus interchange with excellent waiting facilities for
variety of uses; Desborough Square (Baker Street) passengers at the northern end of the retail centre
and Fire Station / Swan Frontage sites (2ha and 1ha with direct access onto the retail circuit within the
respectively) both in predominantly central office centre.
locations. • Moreover, proposals to significantly enhance the
railway station as a public transport interchange are
Connectivity being currently explored.
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
10 M40 Gateway Daws Hill and Abbey Barn Area Planning and Infrastrucure Framework August 2009
2.2 Drivers for change Transport
2.2.1 High Wycombe is a well managed and successful 2.2.4 High Wycombe suffers from high levels of
town. As a Regional Hub, Wycombe will continue to be congestion which have been partially addressed
a focus for growth and development. The challenge for through enhancement to Handy Cross Junction and
the town is how best to manage that growth so that it the proposed Inter-Urban Coachway, improved Park
provides economic, social and environmental benefits. and Ride and redevelopment of the railway station. The
climate change agenda and national transport policy
Housing will reinforce the need to provide a range of modes of
transport through the town to address congestion and
2.2.2. Housing affordability and supply is one of the
environmental quality.
Government’s highest priorities for the domestic
economy. Over recent years affordability has been at its
Development principles
lowest and levels of demand at their highest (outside
London) in the Western Corridor / Thames Valley area. 2.2.5 The Wycombe Development Framework (WDF)
Meeting the Government’s housing targets for the town Core Strategy indicates a set of aspirations and
will be a critical driver of infrastructure, employment objectives for transforming the image of the town and
and environmental investment and will need to be strengthening its role as the cultural, economic and
effectively harnessed to maintain a sustainable balance social hub of the wider district. These are set out in
between these objectives. The Council has also Policy CS3 of the adopted WDF Core Strategy (July
recently published the results for their SHLAA (March 2008).
2009) which will inform the Delivery and Site Allocations
DPD.
The role of the project area
2.2.6 The project area is located within the M40
Economy Gateway, one of three key areas of change within
2.2.3 In economic terms, whilst successful within a Wycombe that are identified in the WDF Core Strategy
national and regional context, High Wycombe is not a (July 2008). The objectives to which development
major employment centre on the scale of some of its should contribute in this area are set out in Policy CS4
neighbouring centres including Reading, Slough and (Table 2.2).
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.
Colin Buchanan Wycombe District Council August 2009 11

Table 2.1: Wycombe Development Framework Core Strategy (July 2008) – Change and development
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 2.2: 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
2.4 A strategic opportunity • The scope for creation of a local centre or hub of
community and proximity retail facilities to serve
2.4.1 Together the three sites which are the subject of the new development and the existing residential
this study have the potential to present a significant neighbourhoods.
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.

3.Context baseline
3.1 Local Planning Policy
3.1.1 The Development Plan for Wycombe District is 3.1.3 The Core Strategy has a brownfield first
made up of the following documents: approach, seeking to accommodate growth first within
existing settlements and established urban areas. The
• The South East Plan (Regional Spatial Strategy for
plan includes 5 reserve greenfield sites which can be
the South East) – adopted in 2009
brought forward as and when required. These include
• Buckinghamshire Minerals and Waste Local Plans to Abbey Barn North and Abbey Barn South. RAF Daws
2016 Hill is a brownfield site within the urban area and is
expected to be redeveloped in advance of greenfield
• Wycombe Local Plan to 2011 (Saved Policies)
sites. The three sites are part of a key area of change
• Wycombe Development Framework Core Strategy along the M40 corridor, as identified in the Core
to 2026 Strategy.
3.1.2 Wycombe District Council adopted its Core 3.1.4 There are a number of environmental and policy
Strategy in July 2008, which has a time horizon of designations that are included within or adjacent to the
2006 to 2026. The Wycombe Local Plan has a number sites. These are as follows:
of saved policies that are also relevant to the study
area.
Context Baseline
High Wycombe Town Centre
Daws Hill • Deansgarden Wood is designated as a Local

• RAF Daws Hill is an identified brownfield site. Landscape Area, County Wildlife Site and part
Biological Notification Site containing ancient
• A Park and Garden of Historic Interest (Abbey woodland and is located adjacent the northern
School) is located adjacent to the north/north west boundary of the site.
boundary of the site.
• Greenbelt bounds the south and east of the site.
• A Local Landscape Area is located adjacent to the
north east boundary of the site. • An Area of Outstanding Natural Beauty (AONB) is in
close proximity to the site.
• A Conservation Area is located adjacent to the
north/north west boundary of the site. • The site also contains an avenue of trees (the Ride),
which are subject to a group Tree Preservation
Abbey Barn South Order (61 trees in total). Although the avenue lies
• The site is a reserve site which is safeguarded for
outside the area which is registered as a Park and
future development in the adopted Core Strategy. Garden of Special Historic Interest (Wycombe Abbey
School), it was formerly connected to the landscape
• Open green space is located within the south west immediately surrounding the Abbey School by a
of the site as well as a baseball pitch and basketball drive through the woodland and parkland.
court.

Context Baseline
Abbey Barn North 3.1.8 The adopted Core Strategy makes provision for
• The site is a reserve site which is safeguarded for 402.5 units per annum. This figure takes account of the
future development in the adopted Core Strategy. figures above and an additional 250 units (12.5pa) to
make up the shortfall from the previous five year period
• Part of the site is designated as a Biological (2001-2006).
Notification Site.
3.1.9 The recent publication of the Strategic Housing
• Deansgarden Wood (Local Landscape Area, County Land Availability Assessment (SHLAA – March 2009) is
Wildlife Site and part Biological Notification Site a key component of the evidence base for the Delivery
containing ancient woodland) is located adjacent to and Site Allocations DPD. The SHLAA identifies the
the south west and north west boundary of the site. requirement for 6,832 units to be delivered between
The north east and south east boundary of the site 2008-2026 in Wycombe, after completions are
is adjacent to a further Local Landscape Area. subtracted. The assessment also identifies a capacity
• Greenbelt bounds the north east and south east of of 4,688 dwellings that are deliverable and developable
the site beyond Abbey Barn Lane. without the need for greenfield sites. Taking account
of phasing issues, greenfield sites are unlikely to be
• An abandoned railway line from Bourne End to
required before 2019 at the earliest.
High Wycombe is located along the northern site
boundary which is to be safeguarded for possible 3.1.10 The rate at which greenfield sites are brought
uses as a footpath, cycleway or another form of forward are subject to the deliverability of brownfield
public transport. sites, which are monitored by the Annual Monitoring
report.
3.1.5 Any proposals for the development of the three
sites will need to take account of planning policies 3.1.11 The Council will seek to achieve 40% of the
contained within the recently adopted Core Strategy, total bed space provision as affordable on Abbey
and other development plan documents. Barn South and North in accordance with their policy
on greenfield housing development. The equivalent
Key planning issues target for brownfield sites, such as Daws Hill is 30%.
However, these figures can be subject to negotiation
Housing dependent on site specific circumstances. A mix of
3.1.6 The overall level of housing provision to be housing types will need to be provided on all sites,
provided in High Wycombe over the period 2006-2026 meeting the identified needs of the District. Further
is as follows: details on housing mix and affordable housing can
• 7,000 (350pa) – Wycombe part of the Western be found in Part 4 – Planning and Infrastructure
Corridor/Blackwater Valley sub region Framework.
• 800 (40pa) – Rest of the District. Infrastructure

• 7,800 – Total 3.1.12 The Core Strategy states that the all necessary
infrastructure will need to be provided on the sites,
3.1.7 These figures do not include the additional
including:
shortfall of 250 units from the previous period
(2001-2006) and remain unchanged with the recent • solutions that deliver sustainable transport modes
publication of the adopted South East Plan in May and minimise congestion;
2009. • solutions to minimise waste and encourage
recycling, conserve natural resources, and avoid
pollution;

• secure improvements in the quality of place-shaping “New developments of more than 10 dwellings or
and design including open space provision and 1,000m2 of non-residential floorspace should secure
where necessary addressing open space deficiency at least 10% of their energy from decentralised and
in terms of quality, quantity and accessibility. renewable or low-carbon sources unless, having regard
to the type of development involved and its design, this
3.1.13 Should development proposals create a need
is not feasible or viable.”
for additional or improved infrastructure, amenities or
facilities or exacerbate an existing deficiency in their 3.1.18 The Delivery and Site Allocations DPD will
provision, the developer will be expected to address provide further clarity on site requirements for
that need on site where possible. renewable energy generation and Code for Sustainable
Homes level requirements. The preferred options
Economy consultation document requires at least 15% on-
3.1.14 The Core Strategy states that the needs of site renewable energy and Code Level 3. However
businesses in the district will be met primarily through these requirements will be updated in the Delivery
the regeneration and intensification of four existing and Site Allocations Update Consultation (June
types of business area (prime business areas, general 2009). The Council has also recently published a draft
business areas, scattered business sites and mixed Supplementary Planning Document on this issue,
use business areas/sites). Business needs will also be called “Living within our Limits.” (May 2009)
met by new sites for office development within town 3.1.19 Local Landscape Area surrounds the majority
centres (in line with the sequential approach set out of the sites. Any development at the three sites
in PPS 6). Consideration will be given to limited new will need to consider the impact on the setting of
business sites to achieve qualitative gains in the overall the AONB, Ancient Woodland, Historic Park and
stock. The land should be accessible or be capable of Garden, Conservation Area and listed buildings. 30m
being accessible by a variety of modes of travel. buffers from the woodland will be required to prevent
3.1.15 The provision of new sites for business degradation of the vegetated edges.
development will need to adopt a plan- monitor- 3.1.20 High Wycombe is bounded to the south by
manage approach. Green Belt, which is protected against inappropriate
development. None of the sites are located within this
Environment and Design
protected area. Any new access road required south of
3.1.16 The Core Strategy requires developments to the M40, however, would encroach into the Green Belt
minimise waste and encourage recycling, conserve and the Chilterns AONB boundary.
natural resources, and avoid pollution. In particular,
developments should contribute towards the goal 2.1.21 The Core Strategy and Open Space Study
of reaching zero-carbon developments as soon as (2005) identify the M40 Gateway as deficient in open
possible by use of onsite renewables, minimising space. Therefore any development in the study area
energy consumption in terms of master plan layout and will have to address open space deficiency in terms of
construction. quality, quantity and accessibility.
3.1.7 The Core Strategy does not contain a policy 3.1.22 In terms of design, all proposals for new
on the percentage of energy from decentralised and development should deliver:
renewable or low carbon sources. However, Policy 1. High standards of design and layout to be achieved
NRM11 within the South East Plan states that in including the creation of positive, attractive and safe
advance of local standards, the following standard public and private environment
should be used:
Context Baseline
2. Locally distinctive qualities of place to be reinforced 3.1.25 The former John North Student Hall of
Residence site has recently been refused permission
3. New buildings to be flexible for future use
for 106 new dwellings, associated car and cycle
4. Appropriate open space parking, landscaping and infrastructure. The site is
5. Efficient use of land proposed as a housing allocation in the Preferred
Options Site Allocations document. Reasons for refusal
6. Highway design to respond to the positive include, failure to achieve a high quality of design,
characteristics of the area and deliver high quality failure to secure developer contributions towards
public realm for all users. infrastructure to mitigate against impacts and the failure
to provide adequate affordable housing provision. The
Recent Planning Applications appeal was dismissed.
3.1.23 There are a number of planning applications
and pipeline developments that have a bearing on the 3.1.26 Wycombe District Council have also produced
development of the sites. This includes the following: concept statements for Cressex Island and Handy
Cross development areas in November 2008, following
• Construction of new 1,100 placed secondary school on from proposed allocations in the Preferred Options
to replace existing School on Cressex Road. Site Allocations document. The Council supports the
• Reservation of health/community facility land within redevelopment of Cressex Island for a mix/cluster, and
the employment land for a specified period at include those uses for which there is a demonstrated
Wycombe Marsh (Phase 2) – approx 700 sq m. need and cannot be accommodated in the town centre
or edge of town centre sites. The Council will support
• The outline application for Wycombe Marsh includes proposals for the Handy Cross site that includes a
a condition to safeguarded land to facilitate a future new leisure centre, headquarters office development
possible access to Abbey Barn South. (25,000sqm), Coachway/ Park & Ride, parking, and
3.1.24 Wycombe Summit, located along Abbey Barn open space, with scope for additional office, residential,
Lane proposed a real snow covered ski-slope, retail hotel or other use(s) yet to be determined.
and meeting rooms. It was recently refused permission
(April 2009) on the following grounds: 3.2 Employment sector
• The proposal would result in a reduction in the size 3.2.1 High Wycombe is the principal commercial
of ancient woodland. centre in the Wycombe District. The Wycombe
area experienced a significant expansion of its
• The proposal would fail to preserve the individual
business service and high-tech computing and
landscape qualities of an Area of Attractive
telecommunications industries in the 1990s, however,
Landscape and would have an adverse impact upon
in line with the more recent global downturn in these
its recognised character and appearance.
industries, the local office market suffered accordingly.
• The proposal fails to secure a mechanism for
3.2.2 The Financial and Business Services sectors
restoration in the event of the business being
represent a greater than normal proportion of the
unsuccessful and would therefore have a long
total employment in High Wycombe, accounting for
term adverse impact upon the Area of Attractive
approximately a third of all jobs. This is greater than the
Landscape.
national and sub regional averages. Of the Financial
• The proposal fails to secure planning obligations and Business Services sector the largest sub-sector is
within a legal agreement to provide a travel plan, Professional & Business Services.
financial contributions towards the Wycombe
Transport Strategy, a Woodland Management Plan
and public access to the development.
Figure 3.1: High Wycombe Central Area
Context Baseline
3.2.3 Public sector bodies represent some of the • Slough has a total approximate office stock of
largest office occupiers in the Wycombe area with 425,000 sqm (4,600,000 sq.ft) within the Borough
Buckinghamshire County Council and Wycombe of Slough and the main office locations are:
District Council among the largest occupiers of office - Slough Trading Estate
space in the town centre. - Axis Park
3.2.4 Information and Communication Technologies are • Oxford has a total approximate office stock of
important office occupiers in Wycombe. Although most 390,000sqm (4,200,000 sq.ft) (390,200 sq.m) within
of this sector tend to be small to medium sized firms, the Oxford District and the main office locations are
there are a number of significant businesses in the - Oxford Science Park
town, including Maritz Wolff & Co, Insignia Solutions, - Oxford Business Park
JD Edwards, Lysander Systems and Maindec. As - Oxford Spires Business Park
with the IT sector, most of the professional service
3.2.7 These three centres represent more established
sector tend to be small to medium sized firms although
and larger office markets and have historically been
there are large professional services, such as Dun &
considered as better office locations when compared
Bradstreet, which is the second largest occupier in the
to High Wycombe which has a total approximate office
district.
stock of 410,000sqm (4,400,000 sq.ft) within the wider
3.2.5 Manufacturing firms are also important in Wycombe District, but very limited recent development
Wycombe, particularly the pharmaceutical and car of Category A office stock, particularly within High
manufacturing sectors, including Johnson & Johnson Wycombe itself.
and Saab, Volvo and others.
3.2.8 Lack of new, high quality stock and market
perception have affected High Wycombe’s office
Competing locations
market, and its position as an economic centre within
3.2.6 High Wycombe competes with the nearby the sub-region. In order to increase the attractiveness
established office markets of Reading, Maidenhead, of High Wycombe as an office location in the medium
Slough and Oxford. Some of the competitive schemes to long term, a significant step change in the quality
in each location are as follows; and, more importantly, the quantity of the office offer
• Reading has a total approximate office stock of would be needed. The development of a sufficient
approximately 1 million sqm (10,900,000 sq.ft). critical mass of office product is key to this, which,
Eithin the Reading and Wokingham Districts, the subject to future demand, could be accommodated at
main office locations are: sites within close proximity to the M40.
- Green Park
- Winnersh Triangle Business Park 3.3 Socio-economic trends
- Reading International Business Park
3.3.1 Buckinghamshire is a highly prosperous county
- Arlington Business Park
with a skilled workforce, high activity rates, low
• Maidenhead has a total approximate office stock unemployment and a relatively stable population. High
of 450,000sqm (4,900,000 sq.ft) within the Wycombe, while less prosperous than other parts of
Maidenhead District. The main office locations are: Buckinghamshire, is still in a wider regional context a
- Vauxhall Business Park very successful town.
- Foundation Park

Demographics
3.3.2 It has a population of around 70,000, as defined sectors continues to grow. In terms of employment the
by Buckinghamshire County Council’s High Wycombe retail sector is stable.
Local Community Area Profile (February 2007).1
3.3.8 In terms of occupational breakdown, Wycombe is
3.3.3 The average household size of 2.6 highlights its very similar to the South East as a whole, with a slightly
attractiveness to families. Nearly 40% of households higher share of associate professionals and a slightly
have dependent children. Around a fifth of property lower share of professionals than the region average
is social or affordable housing and nearly an eighth is (Figure 3.2, data from APS 2007).
privately rented. It is an ethnically mixed community
3.3.9 Jobs in Wycombe have a broadly similar
with a quarter of the population being non-white, with 1
distribution to that in the South East as a whole, with
in 7 of the population being Muslim.
a somewhat higher prevalence of banking/finance
3.3.4 Qualification levels are higher than the national jobs and manufacturing jobs (Table 3.1, data from ABI
average but slightly below those for Buckinghamshire. 2007).
Although around a third of the working population
3.310 As is common throughout the region, many of
has a degree level qualification and only a tenth have
Wycombe’s residents with jobs commute, although
no qualifications. Pupil achievement at GCSE level,
the net outflow is small. As of the 2001 Census,
while high at 61%, is lower than the average for
63% of Wycombe’s residents with jobs worked in
Buckinghamshire.
Wycombe. There were however large in (27,400) and
3.3.5 In terms of Acorn classification (the geo- out (30,400) daily commuting flows. Chiltern, Windsor
demographic classification tool used to define areas of and Maidenhead, and South Bucks were the most
the UK based on household type and lifestyle), almost common commuting destinations (each with just 4%
a third of households are defined as “secure families” of Wycombe’s working residents). In relative terms, the
and nearly 10% as “flourishing families”. However, a District compares with Reading, where 63% of Reading
further 10% are defined as “struggling families”. residents with jobs work in Reading, while there is
3.3.6 Car ownership is high, with 38% of households less net out-commuting than Slough, where 55% of
having two or more cars and only 19% with no car. residents with jobs work within the district.
Many of High Wycombe’s residents are in areas that
are more deprived than the Buckinghamshire average,
based on the Indices of Deprivation.
Employment
3.3.7 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.
Context Baseline
Figure 3.2: Employment by Occupation
Table 3.2: Top 20 work locations, by District, for

Table 3.1: Employment by Sector Wycombe’s working residents (Census 2001)
SOUTH EAST WYCOMBE NUMBER SHARE
SHARE SHARE WORK LOCATION OF OF ALL
Sector NUMBER
OF NUMBER OF WORKERS WORKERS
OF JOBS
JOBS JOBS 1 Wycombe 51805 63%
Agriculture & fishing 52,900 1% N/A N/A 2 Chiltern 3230 4%
Energy & water 37,700 1% N/A N/A 3 Windsor and Maidenhead 3103 4%
Manufacturing 458,100 12% 11,100 14% 4 South Bucks 2903 4%
Construction 316,600 8% 7,200 9% 5 Hillingdon 2621 3%
Distribution, hotels 6 Slough 2201 3%
770,300 20% 13,600 18%
& restaurants
7 Aylesbury Vale 1782 2%
Transport &
260,600 7% 3,400 4% 8 Westminster 1447 2%
communication
9 South Oxfordshire 1392 2%
Banking, finance &
704,000 18% 16,700 22% 10 Ealing 775 1%
insurance etc
Public admin, 11 Wokingham 709 1%
1,079,900 27% 19,300 25%
education & health 12 Reading 688 1%
Other services 251,700 6% 5,300 7% 13 Dacorum 575 1%
TOTAL 3,931,800 100% 76,600 100% 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%

3.4 Property market outlook
Context Figure 3.3: Prices for all properties from 2003-2008
3.4.1 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 The downturn is evident in the second half of 2008.
than prime properties. In some sectors the market
3.4.7 Performance indicators for all sectors of the
adjustment is continuing and the outlook for all types
property market in 2008-2009 are fairly pessimistic.
of commercial property is currently more uncertain than
This is likely to affect the development potential of
usual due to the unsettled economic conditions.
both the Daws Hill and Abbey Barn sites in the short
3.4.4.The housing market has been hit on two fronts; term. Given the current market conditions and general
firstly investment buyers have been put off the market uncertainty regarding the economic climate and
with difficulties in obtaining mortgages and high property market forecasts, it is likely that large scale
deposits required by the banks, secondly, first time residential or office schemes across the Daws Hill or
buyers are holding back from the market as the press Abbey Barns sites will come forward only as the market
and market sentiment are suggesting the market is still improves. Development risk is likely to be reduced if
adjusting. This has lead to a significant fall in demand these sites are developed as part of a comprehensive
which has resulted in a fall in values. mixed use proposal in the medium-longer term.
3.4.5 Discussions with agents have highlighted the
The downturn and property values
rapid decline in market conditions over the last months.
Agents commented that High Wycombe has not 3.4.8 Anecdotal evidence indicates a significant
avoided the slump in sales conditions that has been reduction in property values between January and
seen across the country, however, the letting market October 2008. The combined effect of low rents and
is still reasonably strong as rents are low compared to high yields seems to affect office developments more
surrounding towns such as Beaconsfield and Gerard’s than residential uses, with development viability more
Cross. likely to be affected in the short to medium term:
3.4.6 The graph (Figure 3.3) below shows the house • Residential land values in the High Wycombe area
prices and office rental values between 2003 and 2008. moved from £1.65m-£2.4m per acre (£4.1-£6m per
hectare) in January 2008 to £1.25-£1.5m per acre in
Context Baseline
the autumn. Furthermore, very few transactions took • A Minimal Impact Strategy which assumes the
place in the first half of 2009, and primarily for small LDF allocation but located in sites to the north of
sites. Wycombe.
• At the end of 2007 top office rents were reported to • An Emerging Core Strategy which assumes
stand at £24.75 per sq.ft (266 per sq.m), with the the preferred LDF allocation, which included
majority of the good quality office stock letting in the development on the sites under consideration within
region of £19-£21 per sq.ft (£205-224 per sq.m). In this report:
autumn 2008 top rents were at around £22 per sq.ft - RAF Daws Hill – 550 residential units
(£236 per sq.m). - Abbey Barn South – 500 residential units,
4000sqm
• In terms of second hand/poorer quality stock rents
B1, 2500sqm community use.
are in the region of £10- £15 per sq.ft (£108-161
- Abbey Barn North – 100 residential units.
per sq.m).
3.5.3 The model indicated that:
• One deal that shows property market deterioration
is the acquisition by McKay Securities plc of the • The Emerging LDF Strategy with the same level of
freehold interest in 37,900 sq.ft (3,520 sq.m) of road infrastructure actually performs better than the
office space within The Switchback development Minimal Impact Scenario across the whole network.
in March 2008. The property consists of six office
• With a lower level of highway infrastructure
buildings and was acquired for £9.05 million,
improvements (same as the Do Nothing Scenario)
reflecting a yield of 8.6%, compared to typical yields
the Emerging LDF Strategy performs slightly worse
of 5-6% in 2007.
than the Minimal Impact Strategy.
3.5 Strategic access and transport • Under both future scenarios there are a number of
junctions that are exhibiting congestion problems at
3.5.1 This section of the report provides a brief 2026 with development traffic flows.
descriptive review of the transport network in High
Wycombe, summarises the capacity modelling work • The model showed that in none of the peak hours
that has been undertaken between October 2008 and is there queuing on the M40 slips back onto the
April 2009 and identifies transport issues that will need motorway, although there is an increase in the
to be considered as the development of the sites is length of the queue on the westbound off slip under
progressed. the Emerging LDF Strategy scenario. The model
also found that there was no difference in queues on
Strategic highway network and highway the internal links within the junction.
modelling • Whilst queuing was found at the Marlow Hill /
3.5.2 Halcrow Group Limited produced in 2007 Marlow Road junction under no scenarios did this
a Highway Model for BCC, which was used to queue block back to Handy Cross.
assess the transport impacts of the Wycombe Local
• The report indicated that the overall increase
Development Framework proposals. Their Highway
in traffic levels at Handy Cross in the Emerging
Model Development Report (October 2007) tested
Strategy compared to the Do Nothing situation is
three different development scenarios under 2026
very modest and additional delays at the junction
traffic flows:
are not great enough to cause queuing onto the
• A Do Nothing Scenario where growth in housing is M40 motorway.
assumed to be development which is committed
and windfall development only.

3.5.4 Further tests were carried out between 3.5.9 The existing services to the study area are limited
October 2008 and April 2009 to assess the impacts to only one route (hourly Purple Route 36, between
of the development of specific sites across the 0700 to 1800) passing within the vicinity of the RAF
town, including Daws Hill and Abbey Barn. Further site, along Daws Hill Lane towards Flackwell Heath.
examination of road capacity issues is set out later in The bus stops (in each direction) for these services
Section 9. are conveniently located near the 1st Street junction.
Buses serving the Abbey Barn sites (particularly the
Buses southern site) are practically non-existent, with a hourly
3.5.5 Bus patronage in Buckinghamshire is low. service (Route 35 between the town centre and Bourne
However, there has been a significant increase in End) along Kingsmead Road. More services can be
the level of patronage over the last few years which accessed from London Road though this is in excess
provides a strong platform for further modal shift to of the accepted walking distance (400m).
public transport. Principal inter-urban services connect
the market towns of Buckinghamshire. The town of Rail
High Wycombe itself is well connected by inter-urban 3.5.10 High Wycombe is located on the Chiltern
and local bus links. A Park & Ride and Coachway, mainline rail link from London Marylebone. Chiltern
proposed as part of the regeneration of the Sport Railways are the sole operators of the service with
Centre site at Handy Cross (Junction 4 of the M40), will up to six trains an hour to London Marylebone
further enhance inter-urban connectivity. (during peaks times). Other main centres accessible
from High Wycombe include Birmingham, Banbury,
3.5.6 As part of the town centre redevelopment
and Leamington Spa. The journey between London
scheme (known as “Eden”) a new bus station has been
Marylebone and High Wycombe takes around 40
completed at the northern of the new retail centre. This
minutes, making it a viable journey for London-bound
provides an high quality facility at the northern end of
commuters. Local towns that can be reached using
the primary retail circuit, and gives greater priority to
the railway include Beaconsfield (6 minutes), Prince
public transport.
Risborough (11 minutes), and Aylesbury with change at
3.5.7 However, the study area is poorly served by both Princes Risborough (40 minutes).
strategic and local bus routes, which tend to bypass
3.5.11 As part of the town centre regeneration, the
the area, heading south on the A404 for Marlow and
railway station, located at the edge of the town centre,
east on the A40 for Beaconsfield.
is to be redeveloped and modernised, improving
3.5.8 The Local Transportation Plan notes that, in walking, cycling, Park & Ride and bus links. A route
partnership with local bus operators, the urban bus enhancement project by Chiltern Railways is also
network will be developed on radial routes that support planned, which aims to increase reliability and capacity
Buckinghamshire’s Congestion Management Corridors. by allowing more trains to run.
In addition, the County has aspirations for three quality
3.5.12 The rail station is located less than 2km from the
urban bus routes in High Wycombe that will offer high
site. Development proposals will benefit from promoting
frequency, fully accessible services. Unfortunately none
strong links to the rail station in conjunction with
of these offer benefits to the study area, as two are
improvements to the urban bus network.
planned to run north of the railway line and one west to
Booker.
Context Baseline
Walking and cycling 3.5.17 Abbey Barn Lane has issues regarding width
3.5.13 Although central High Wycombe is only a and alignment in places, particularly at its northern end
short distance from the study area (a maximum where the alignment of the road crossing the disused
of 2 kilometres) there are a number of obstacles railway is significantly substandard. Road safety
to overcome if the development proposals are to improvements will need to be explored. Moreover, there
effectively promote walking and cycling: are wider issues of how traffic past Abbey Barn Lane
then accesses onto London Road.
• The topography is challenging, as the sites are
located beyond a ridge and significant gradients 3.5.18 The key transport issues that will need to be
separate them from the town centre. considered in taking forward development on the Daws
Hill and Abbey Barn sites are therefore:
• Private grounds (Wycombe Abbey School and
Carington Estates owning the woodland) prevent • The capacity of the Daws Hill Road / A404 junction
access along the shortest routes to the centre. • The alignment / carriageway width on Abbey Barn
There is scope, however, to negotiate new rights Lane and the need for improvement at its northern
of way for walking and cycling as part of the end
development.
• The capacity of the Handy Cross junction
• Footway and cycle provision along Daws Hill Lane
• Wider road network capacity
and Abbey Barn Lane is poor and improvements will
be required. • Public transport accessibility and bus access
3.5.14 The main east-west cycle route in High • Topography and land ownership effect on
Wycombe runs along Kingsmead Road and pedestrian and cycle access.
Bassetsbury Lane, north of the study area. Levels and
access permitting, there will be a number of options to 3.6 Social and engineering infrastructure
tap into this facility from both the RAF Daws Hill and
Abbey Barn sites. New north-south routes should also
baseline
be explored to ensure the town centre and rail station 3.6.1 The baseline work has been based on the
are accessible by bike, where feasible. following evidence base documents and investigation:
• the Michael Ling Report (February 2008)
Local access issues
3.5.15 The study area is located to the south east • the subsequent Buckinghamshire Infrastructure
of the town, immediately to the north of the M40 Study (April 2008) undertaken by Colin Buchanan
motorway, close to the Handy Cross junction. Direct • the Wycombe Open Space Study
vehicular access to the sites is limited to B-class roads
• Wycombe District Developer Contributions (SPD)
in residential areas, namely Daws Hill Lane and Abbey
- 2007
Barn Lane.
• Wycombe District Developer Contributions -
3.5.16 Significant peak time delays are experienced
Developers Guide - 2009
on Daws Hill Lane and at its junction with Marlow Hill.
In the morning peak, this is exacerbated by delays The information in these reports has been expanded
related to schools traffic associated St Bernard’s and through liaison with the relevant service providers.
St Augustine’s Roman Catholic Schools, situated just
off Daws Hill Lane.

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.
Context Baseline
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.

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.
Context Baseline
Key infrastructure issues • Pre-school: space for a pre-schools facility
3.6.2 The review of the existing social infrastructure • Primary school: site for a school should be
reveals that the Daws Hill area is already deficient included as part of the master plan for the site.
in open space and community halls. Development
• Policing: it is possible that a police office as
at Daws Hill / Abbey Barn would only exacerbate
part of a policy of neighbourhood policing might
these deficiencies and thus will need to provide
be required. This could be a unit within the
sufficient capacity to meet its own needs and to help
neighbourhood centre or a small office within the
compensate for wider deficiencies.
community centre.
3.6.3 Preliminary investigations with the education
• Children’s play areas, sports pitches and open
authority have indicated that there is insufficient
space: these will have to be provided as integral
capacity within local primary schools to accommodate
parts of the development.
additional pupils in the locale. It might be possible that
existing schools can be expanded to meet demand, • Community centre: a community hall of adequate
but it is desirable that primary age pupils should size to include a badminton court and additional
not travel further than is necessary, and therefore a meeting space would be required for a site of this
site within Daws Hill / Abbey Barn South should be size.
reserved for a primary school. In addition, development
3.6.5 Full details of the community infrastructure to be
of the site will require the provision of localised facilities
provided as part of the development proposal are set
to meet resident’s needs.
out in Section 11.
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:

4.Sites description
4.1 Location: the M40 Gateway
4.1.1 This study focuses on the three potential • Handy Cross and Marlow Hill (A404) provide the
development sites: the former RAF Daws Hill Base principal road access to the town but no sense of
(recently vacated by the military and now actively arrival. Speed control and poor pedestrian realm are
considered for development) and two green field sites: significant issues along the whole stretch towards
Abbey Barn South and North. the town centre.
4.1.2 The three sites are located within the area • Sports facilities, out of town retail, significant
identified by Core Strategy Policy CS4 as one of High businesses and schools are all located in close
Wycombe areas of change: the M40 Gateway. The proximity within this area, yet accessibility is very
M40 Gateway refers to Handy Cross Junction, on the limited by any means other than the car.
M40, which provides the most important gateway to
• The street pattern lacks cohesion and legibility, with
the town. The limited traffic capacity of the junction
limited potential for integration.
is rapidly becoming a constraint to development and
growth in this part of High Wycombe. The Gateway • A small Park and Ride just north of Handy Cross
presents a number of challenges, which are being junction is potentially to be replaced by a new and
considered during the course of the study: 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.
Sites description
4.2 Site ownership
4.1.3 The three sites are located along Daws Hill 4.2.1 Daws Hill is owned by the Defence Estates, who
and Abbey Barn Lane, which can be accessed from intend to dispose of it with outline planning consent,
Marlow Hill a short distance away from Handy Cross to be applied for in the future.
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.

4.2.3 Abbey Barn South is entirely owned by the 4.3.2 Natural and historic environment designations
Carington Estates, and it is partly in agricultural use. adjacent to or in close proximity to Abbey Barn North/
Part of the site is a mature avenue of trees and spinney South and Daws Hill are as follows:
formation which constituted the former Ride into Daws
• Deangarden Wood – Site of Importance for Nature
Hill House (currently part of Wycombe Abbey School).
Conservation (SINC), County Wildlife Site and semi
The Ride is a protected landscape feature, described
natural ancient woodland. The site contains beech
in the register of Listed Parks and Gardens. Berkeley
woodland on claying soil and contains two nationally
Strategic have signed an option agreement for the site
scarce plants and a number of County level plant
in early 2009. Development is being actively promoted.
rarities. The wood also contains a Biological
4.2.4 Abbey Barn North is in multiple ownership, with Notification Site.
Wycombe District Council one of the landowners.
• Gomm Valley Site of Special Scientific Interests
It is used for horse grazing and it has developed an
(SSSI) – 2.5km away – national designation.
interesting ecology. It is identified as a reserve site for
development, and at present there is no indication that • Chilterns AONB – located adjacent to Abbey Barn
change of use is being sought. South
• Abbey Barn Farm is a listed building and is located
4.3 Sites description adjacent to Abbey Barn South
4.3.1 The sites have a number of common • Wycombe Abbey Conservation Area and Historic
characteristics, which present very significant Park and Garden is located adjacent to Daws Hill.
challenges in terms of defining an appropriate role
4.3.3 WDC are updating landscape and ecological
in relation to the town centre and the M40 Gateway
baseline information, as part of the LDF process. These
and in terms of potential for exemplar sustainable
will be available mid 2009.
development:
• visually self contained; Daws Hill
• physically isolated from the town centre, despite 4.3.4 Daws Hill is a former military base occupied
relative proximity (less than a mile); by American forces until Autumn 2007. It is now in
limited use, with 63 homes temporarily occupied by UK
• limited accessibility; service personnel and their families. Previously, the area
• scope for integration with the surrounding areas was part of the grounds of the Wycombe Abbey and
restrained by the topography and surrounding included part of the enclosed gardens.
introverted urban morphology; 4.3.5 The site spans a local ridge and reaches the
• steep topography; highest level of the whole study area (+150 OD,
approximately). The site layout and diagonal roads
• beautiful mature landscape;
are such that gentle slopes are achieved throughout.
• sensitive environment; Mature landscape within and surrounding the site
• proximity to woodlands and countryside; screens the existing development from all sides, so that
4-storey buildings near the ridge are not visible from
• nearby low density neighbourhoods with large the town centre.
detached homes and heavy car dependency.
Sites description
Figure 4.1: Daws Hill site

4.3.6 Because of its recent and historical use, the site 4.3.8 Most of the buildings of Daws Hill are of utilitarian
is laid as a self contained compound and it is very quality and built to American specifications. Viable
much inward oriented. It is accessed from a single reuse is likely to be limited, and values are likely to be
small junction on Daws Hill Lane, through a check point increased by limiting it to:
and a road kink, which screens the whole site from
• The housing of the Doolittle Estate, provided
public view. Only a narrow unpaved footpath is open to
that densities can be increased to an acceptable
the public and leads through Deangarden Wood. The
standard by recreating the twin dwelling
footpath separates two individually fenced-off areas:
arrangement and through selective infill.
the main site and the Eaker Estate (described below).
• The main boarding school building, subject to
4.3.7 It is comprised of three main areas:
detailed building condition survey to convert
• The Technical Quarter, which forms the majority standards and facilities to satisfy UK regulations.
of the site and it is occupied by a number of
• Tennis courts and other open space recreational
warehouses and low prefabricated units used as
facilities.
offices, shops, leisure and care facilities. A portion of
this area is occupied by the complex of the former 4.3.9 The Air Cadets meeting rooms will need to be
boarding school: a 3 storey high classroom building, reprovided within the vicinity (1 mile). Association with
low single storey annexes, a sport hall and dormitory other community use could be considered.
accommodation.
Landscape
• The Doolittle Estate, a recently built high quality
4.3.10 Daws Hill is an urban site but with a strong
residential area to the south of the site, immediately
landscape structure, gently sloping across the ridge
adjacent to Daws Hill Lane. Housing units are large,
of Deangarden Wood. The majority of the landscape
single storey buildings dispersed in landscape
within the site comprises groups of mature trees
with spectacular mature trees. The original twin
(beech, limes, maples, etc) set on mown lawns in
units have been altered so that each building now
between buildings. In some areas, such as the Doolittle
has a single dwelling and much more spacious
Estate and the school area, the tree cover can be
accommodation. Most units retain the original
substantial and of good landscape value.
double entry doors. Density is very low (around 7
dwellings per hectare), and a covenant imposes 4.3.11 The northern boundary of the site has richer
demolition if the units were to come to the open mixed shrub and tree woodland, gradually merging
market. into the adjoining Wood. A tree survey prepared by
the Defence Estates indicates this area as the one of
• The Eaker Estate is physically part of the Abbey
highest arboriculture quality.
Barn South site and had been acquired for low
density residential units (built on UK housing 4.3.12 Outward views are very limited, comprising
models), playing fields and a primary school, now views onto the adjoining housing estate and narrow
demolished. The area is at ridge level and has only views into the town centre valley from the edge of the
attractive trees at its edges, consistent with the school building area. There are no views to the Abbey.
former agricultural use. It is dependent for access From Daws Hill Lane, there could be views through
on the rest of the site. 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.
Sites description
Figure 4.2: Daws Hill site

4.3.13 Within the site, views are contained by 4.3.19 There are a number of non-statutory nature
the building development and the site’s intricate conservation sites (five Biological Notification Sites
subdivisions, so that there are limited open views and one Local Wildlife Site) located in close proximity
across the whole area, with the exception of the to the site (within 500m). Redevelopment of the site is
diagonal Kennedy Avenue, which constitute a visual as unlikely to have a direct impact on such sites, although
well as functional spine across most of the site. there could be potential for indirect impacts if suitable
mitigation methods are not employed.
4.3.14 The site is visible from the Area of Outstanding
Natural Beauty to the south of the M40. Views are
Abbey Barn South
not very prominent and contained within the High
Wycombe urban envelope. 4.3.20 Abbey Barn South is a large field (35 ha
approximately) bounded by Daws Hill to the west, the
Natural and historic environment M40 motorway to the south and Deangarden Wood
to the north. It is adjacent to the site of the grass ski
4.3.15 The majority of the site is designated as ‘urban’.
slope, where a Snowdome and associated leisure has
Grade 4 agricultural land is located to the northern
been proposed. The access to this development will be
boundary.
contiguous to Abbey Barn South site.
4.3.16 An initial Land Quality Assessment notes that
4.3.21 A wide double avenue of mature trees, a vestige
there are potential contamination risks associated
of the formal Ride to the gardens of Daws Hill House
with asbestos in existing buildings and hydrocarbon
from the south east, occupy the southern portion of the
contamination confined to a small area. This
site. To the south of it is a narrow sliver of land, which
contamination is of low significance.
is heavily affected by motorway noise.
4.3.17 Daws Hill is partly included within an Air Quality
4.3.22 A telecom mast is located at the south-eastern
Management Area (AQMA) which covers receptors
edge of the site. The mast is visible from the town
within a 30 metres distance either side of the M40
centre, the railway, as well as from Daws Hill and the
Motorway. Road traffic noise from the motorway is
motorway.
likely to have an impact on the southern parts of the
site. Mitigation measures will need to be included within 4.3.23 The potential to introduce access for
any development of the area. development purposes is limited to a single side on
Abbey Barn Lane. A secondary access through the
4.3.18 An ecology survey was undertaken for the Daws
Daws Hill site will be required.
Hill site during the spring-summer of 2008 (published
in August 2008). It identified that there are a number of
Landscape
mature and semi-mature trees (mostly beech – Fagus
sylvatica) within the site that are of high or medium 4.3.24 The site is a plateau landscape which can be
value, although none are subject to Tree Preservation clearly divided into two distinct areas. To the north
Orders. There was also no definitive evidence of is an area of predominantly open farmland set in
protected species on site, although appropriate undulating terrain. The arable fields are large, regular
habitats for badgers and bats were identified. 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
Sites description
Figure 4.3: Abbey Barn South

is a strong remnant landscape feature associated with Natural and historic environment
Daws Hill House, former residence of the Caringtons 4.3.29 The site includes significant areas of Grade 2
and now part of Wycombe Abbey School. All trees are and 3A agricultural land – the best and most versatile
protected by group Tree Preservation Order and the agricultural land . The Ride is protected by a group
feature is described in the register of Listed Parks and Tree Preservation Order, however the trees and shrub
Gardens. formation are ageing and have been poorly maintained.
4.3.25 The Ride is described in the English Heritage A programme of rejuvenation and selective planting will
Register of Parks and Gardens of Special Historic be required to secure the future of this feature.
Interest in connection with the Wycombe Abbey 4.3.30 Abbey Barn South is partly included within an
grounds. It reads: Air Quality Management Area (AQMA) which covers
Some 700m south-east of Daws Hill House, a mature receptors within 30 metres distance either side of the
double avenue of lime trees flanked by large roundels M40 Motorway. Road traffic noise from the motorway
of mature trees stands in parkland, extending for a is likely to have an impact on the southern parts of
further 750m south-east before terminating at the the site and the Ride, which is anyway protected from
M40 motorway. The avenue lies outside the area development.
here registered but was formerly connected to the 4.3.31 An ecological study, including Phase 1 habitat
landscape immediately surrounding the House by survey was undertaken by consultants appointed by
a drive through the woodland and parkland which the landowner in July 1998. Further survey work is to
extended down the centre of the avenue. The area be undertaken during 2009.. None of the land identified
is now (1997) cut off from the House by a USAAF Air within the site bears any designations for its nature
Base, but was planted in the early C20 around the time conservation value.
that Daws Hill House superseded the Abbey as the
Carington’s main residence on the estate. 4.3.32 The site is predominately arable fields and
grassland fields which have been improved for pasture
4.3.26 The southern arable part of the site gently falls and amenity. Of particular merit at the time of the
towards Deangarden Wood with a pronounced dry survey were three species-rich hedgerows which
valley running north-south across its centre. The area could be defined as ‘Important Hedgerows’ under
of parkland to the south is essentially flat. the Hedgerow Regulations (1997). These hedgerows
4.3.27 Despite the elevated location of this site, there is should be surveyed as they may merit protection from
little sense of openness and exposure, due in the main development.
to the high cover of trees and woodlands which inhibit 4.3.33 A small area of Deangarden Wood protrudes
most outward views. Although mostly rural in character, into the north east of the site. This area contains a
it exhibits evidence of urban influence, notable the nationally rare plant – woodland barley (Hordelymus
prominent radio mast, the dry ski slope, and traffic europaeus) and a 15 metre buffer zone around this
noise from the adjacent M40. area is proposed to ensure its protection.
4.3.28 The Ride and Deangarden Woods shelters the 4.3.34 Further survey work is required for bats,
site from view from either the town centre and the badgers, birds and invertebrates to establish eventual
AONB south of the motorway. The eastern edge of the protection measures.
site is visible from the M40.
Sites description
Abbey Barn North 4.3.40 Views within the site are mostly open with
4.3.35 Abbey Barn North is a 11 ha farm located at only local containment afforded by the hedgerows
the bottom of the valley at the top of Abbey Barn and scrub. Outer views to the south, east and west
Lane towards Wycombe Marsh. It is bounded by the are contained by the rising ground, and trees and
Deangarden Rise housing development to the north, woodland on the ridgeline above.
Deangarden Wood to the west and the ski slope and 4.3.41 Despite the quality of its woodland setting,
Abbey Barn Lane to the south and east. the scrubby grassland, rough horse-grazed pastures,
4.3.36 The site is isolated: it has a narrow entry point neglected fencing and localised tipping all contribute to
and it is entirely concealed from view, as it is set within an impression of disrepair and neglect.
a bowl in the topography and it is screened by housing
and the former railway line.
Natural and historic environment
4.3.42 Abbey Barn North is classified as mainly Grade
4.3.37 Abbey Barn Lane has a dangerous bend in 4 agricultural land but with smaller amounts of higher
correspondence of the former railway bridge. Proposals grade land. Part of the site is also classified as a
to ease the road conditions would involve land take Biological Notification Site
from this site. Such a link could potentially provide
improved access to the site. 4.3.43 An ecological study has been carried out on
Abbey Barn North by consultants appointed by the
Landscape Local Authority in March 2000, which comprised of
4.3.38 Set within a natural bowl or amphitheatre, this a detailed and extended Phase 1 habitat survey. The
elevated site is strongly enclosed on three sides by survey provides an indication of the sensitive ecological
steeply rising, scrub-lined slopes and is dominated by nature of the site.
expansive elevated views out across the Wycombe 4.3.44 A number of habitats of high ecological value
Valley and open countryside to the north. The high were found on the site, as well as scrub, calcareous
cover of surrounding trees and woodlands give an grassland and tall herbs, including
overall wooded appearance to the hillside especially
• Unimproved calcareous grassland
when viewed from the opposite side of the valley.
• Broadleaved woodland
4.3.39 The site comprises predominantly rough
grassland with regenerating woodland scrub on the • Species-rich hedgerows
higher slopes and an area of abandoned allotments
4.3.45 The survey identified the preferred development
and rough pastures on the lower-lying land. It contains
area which would have least ecological impact. The
a number of sensitive habitats. Of these, the basic
developable area that was identified amounted to 3.42
grassland which covers much of the western part of
ha and located to the south east of the site. However,
the site is the most valuable and merits designation
it excludes the broadleaved woodland located at the
as a Biological Notification Site. However, in the
junction at Wycombe Marsh.
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.

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.
PART TWO:
Option Development
5.Option development
and assessment
5.1 Process and method
5.1.1 Option development started by exploring site • Emerging Options – designed in autumn 2008
capacity and identifying land uses on the basis of as a response to the selection of the initial stage.
strategic policies and criteria for the M40 Gateway as a These options where assessed against strategic
whole and the M40 Gateway Vision and Options Paper and sustainability objectives (although a fresh SA
(David Lock Associates, 2005), followed by successive was considered unnecessary), public consultation
refinements, assessment and consultation before response and implications for transport.
consolidating in a preferred option.
• Preferred Option – developed in Spring 2009 and
5.1.2 In summary, options were considered in the resulting in the refinement of previous options
following key stages: in consultation with planning, urban design,
transport, landscape, community infrastructure and
• Initial Options – identified in summer 2008 on the
conservation officers at WDC and transport officers
basis of identified strategic objectives (see Section
at BCC. A Sustainability Appraisal has been carried
2) and the M40 Gateway Vision and Options Paper.
out to inform the final design.
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).
Option development and assessment
Abbey Barn South: The Ride
5.1.3 The site landowners and prospective developers • On site transport requirements;
have been involved at all key design stages and have
• Sustainable transport solutions (on and off site)
been offered the opportunity to comment and help
consisting of extensive investment in public
refine the final proposals. Other key stakeholders,
transport, and walking and cycling connections
such as the Roman Catholic Schools of St Bernard’s
to the town centre and the M40 Gateway Area
and St Augustine’s in Daws Hill Lane, the Wycombe
(including future Park and Ride and Coachway);
Abbey independent school and the Highway Agency,
have been contacted at all key stages of the study and • Alternative off-site highway solutions, to be finalised
their recommendations and inputs addressed before as part of the study of strategic transport for High
finalising the framework. Wycombe as a whole.
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):

5.2 Assessment criteria
5.2.1 Option development emerged from the • Traffic congestion in town - The need to address
successive assessment of the different sets of criteria traffic congestion in and around the sites and the
identified below. 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
Strategic objectives
proposed new Regional Coachway/improved Park
5.2.2 These are derived from key policy objectives as and Ride at Handy Cross.
described in Section 2. They have been used to identify
• Enhanced public transport - Enhanced bus
the long list of Initial Options, and are therefore at the
services to the M40 Gateway area, driven by high
foundation of the study. They are:
quality infrastructure and increased patronage.
• Improved gateway - The need to improve and
• Open space - The provision of formal and informal
intensify this gateway location to the town from
open space to address existing deficiencies and
the M40 to help transform its image to visitors and
provide publicly accessible leisure opportunities.
potential investors.
• Local centre - The scope for creation of a local
• Medium term small scale offices- The provision,
centre or hub of community and proximity retail
in the medium term of an increase in the supply of
facilities to serve the new development and the
high quality office space within Wycombe to meet
existing residential neighbourhoods.
anticipated demand from key growth sectors and
maintain an sustainable employment and housing
balance. Sustainability Appraisal
• Long term business space - The potential to 5.2.3 The Sustainability Appraisal adopts the
provide for longer term (post 2016) demand for high sustainability framework criteria as set out in the
quality business space to meet wider sub-regional Sustainability Appraisal of Preferred Options Site
requirements to accommodate levels of growth Allocations Document (Feb 2007). The appraisal
anticipated in the Western Corridor and Blackwater consists of the assessment of 20 different sustainability
Valley. objectives under the main headings of social,
• Housing - A significant contribution to the overall environmental and economic effects. Each option is
delivery of the required number, type and mix assessed against each of the objectives and scored
of housing to support the sustainable growth of on a 5-point scale from Major Positive Impact to Major
the town in accordance with regional and local Negative Impact. Comments and recommendations
objectives. 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.
Option development and assessment
The options were tested against 20 sustainability objectives as follows:
1 To provide the residents of Wycombe District 10 To protect & enhance the landscape & townscape
Council with the opportunity to live in a quality character of the District & in particular, those areas
home of designated importance
2 To reduce crime, fear of crime & antisocial activity 11 To conserve & where appropriate enhance the
through the creation of safer places to live & work historic environment
3 To improve accessibility to essential services & 12 Minimise waste & then re-use it through recycling or
facilities & to provide opportunities to obtain good composting or recovering energy from waste that
access to high quality health, education, recreation has not been recycled or composted
& other community facilities & services
13 To conserve soil resources & quality
4 Encourage a sense of community identity & welfare
14 To improve the efficiency of land use through the re-
5 Improve & maintain health & well-being of the use of previously developed land
population & reduce inequalities in health
15 To minimise the risk of flooding (in relation to both
6 To reduce contributions to climate change through: new & existing development)
• Sustainable building practices 16 To encourage economic growth & competitiveness
• Maximising the potential for renewable energy & 17 To achieve a broad balance in the growth of
energy conservation housing, population & employment
7 To encourage the use of sustainable methods 18 To encourage a diverse economy including a
of transport to reduce negative effects on the vibrant & sustainable tourism sector
environment
19 To develop & maintain a skilled workforce to
8 To provide for sustainable levels of water use, support long-term competitiveness of the District
supply & management, including quality of water
20 To reduce levels of social polarisation & levels of
sources
deprivation
9 To maintain & enhance biodiversity, flora & fauna &
avoid irreversible losses
Public and stakeholders’ consultation

5.2.5 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.

6.Initial options
6.1 Overview
Vision and Options Paper adjacent, allowing improved access efficiency and
leisure and employment uses; Daws Hill and Abbey
6.1.1 David Lock Associates prepared in 2005 a
Barn sites are identified for primarily residential
Vision and Options Paper for WDC for the wider M40
development. Subsequent investigation of the
Gateway Area. The Vision identified the difficulty of
proposed highway modification has concluded that
improving connections in this area and considered a
this option is not deliverable.
range of land uses which could reinforce the gateway
location. In summary the following options were 3. Creation of a new southern connection parallel
considered: to the M40 and directly linking through the Sport
Centre site and highway maintenance depot;
1. Improvement to the existing network, without
development of the Coachway and Park and Ride
radical interventions; development of the Coachway
to the south of the M40; commercial leisure on
and Park and Ride to the south of the M40;
the Cressex Island site and hotel and sport on the
consolidation of employment at Cressex Business
Sports Centre site; Daws Hill primarily residential;
Park and Johnson & Johnson, Sports Centre moved
Abbey Barn South part employment and residential;
to Cressex Island site, employment and hotel on
Abbey Barn North small scale residential.
Sports Centre site and housing at Daws Hill and
Abby Barn sites. 4. Creation of two southern links, east and west of the
A404 and south of the motorways; development of
2. Introduction of an east-west link feeding off Handy
the Coachway and Park and Ride to the south of
Cross junction to serve the sites immediately
Initial options
The Rye
the M40; with a stadium and sport centre on the take forward the initial Vision and with the purpose of
Abbey Barn South site and employment uses in the exploring the development potential of the three sites.
sites adjacent to Handy Cross; potential long term Particular attention was paid to the scope for synergies
development of the Air Park site. in terms of land use, landscape and accessibility.
Significantly, the options have also been generated
6.1.2 The Vision and Option Paper’s four options
with the aim to identify ways by which development
linked highway development and a range of land uses.
can strengthen High Wycombe’s position as a Regional
Delivery and balance between infrastructure costs
Hub and a focus for the District.
and development scale were not considered at that
stage. A subsequent investigation of infrastructure 6.1.5 The six options set out below are as follows:
options (Peter Brett Associates, 2006) consolidated the
1. Brownfield housing-led development
highway options in local improvements and southern
link road. These were taken forward and further studied 2. Housing-led development
as part of this report. 3. Business Campus development
6.1.3 The Initial Options of this study considered all 4. Housing/employment/education mixed-use
land use options put forward by the Vision and Options development (A)
Paper.
5. Housing/employment/education mixed use
Initial Options development (B)
6.1.4 Six strategic options were initially prepared to 6. Leisure-led development

50
Figure 6.1: Option 1 - Brownfield housing-led development
Low density residential Employment - Office quarter
Medium density residential Employment - Business campus
High density residential Community uses
Mixed use residential Park/open space
Leisure Public transport route
School Landmark
Note: Sq m are intended as GFA unless specified
Initial options
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.
Description
Medium 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 developments

Wycombe 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 quantities
• 500 - 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.

Assessment of strategic objectives Sustainability appraisal summary
6.2.1 This option will allow the redevelopment and
Social
regeneration of an underutilised site, and therefore
contribute to the enhancement and promotion of the 6.2.2 This option would provide the least residential
M40 Gateway. However, because of its scale, this development as it excludes Abbey Barn North and
option provides limited contribution towards economic Abbey Barn South (apart from open space provision).
and infrastructure priorities and M40 Gateway This option will therefore have a more limited impact
aspirations, particularly in terms of: on the provision of significant affordable housing.
Contributions towards community facilities will not
• No contribution to the medium term or longer term be as substantial as other options, however, it does
provision of high quality office space. include provision of a primary school (although
• Moderate traffic impact, but also limited scope for external funding are likely to be required, as the scale
contribution to general transport improvements and of the development will be insufficient to justify the
insufficient development to support high frequency requirement).
public transport service.
Environment
• Likely reliance of this development on car journeys
6.2.3 This option excludes Abbey Barn North and
and potentially higher commuting to work pattern,
Abbey Barn South (except for open space) from the
capitalising on the closeness to the motorway rather
development area and therefore results in the least
than the town centre. This could result in a weaker
negative environmental impact of all other options.
social network and participation in the life of the
Buffer zones will be required for the Daws Hill site
town.
adjacent to Deangarden Wood.
• Insufficient critical mass to establish vibrant mixed
6.2.4 It would be difficult to provide high quality Public
use local centre and sustain primary school.
Transport service for this option as patronage would
• Open space is likely to be limited and will need to be be low. Traffic impact for this option is the lowest
potentially provided off site. 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.
Initial options
Other considerations
6.2.6 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.

54
Figure 6.2: Option 2 - Housing-led development
School Landmark
Initial options
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.
Description
Medium 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.
• 1,200 - 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

Social
regeneration of an underutilised site, and proposes
substantial development on an agricultural green 6.3.2This option will maximise residential development,
field site outside the Green Belt. It contributes to the providing the greatest opportunity to deliver a range of
enhancement and promotion of the M40 Gateway housing types and affordability levels. It also includes
through intensification and development. Moreover, it the provision of a primary school and would generate
brings substantial strategic benefits in terms of housing a significant developer’s contribution to community
mix and range, open space and support for sustainable facilities as compared to other options.
modes of transport. These amenities are likely to be
Environment
of sufficient scale to encourage use and patronage
by nearby residents. It also creates a mixed use local 6.3.3 There is a negative impact particularly associated
centre with shops, community facilities and offices. with Abbey Barn North included as part of the
However, this proposal has the following weaknesses: development area. This site contains a designated
Landscape Area and also ecological important areas
• Significant highway infrastructure impact, with (Biological Notification Area). Provision of open space
improvements and contributions to be determined. within the developable area and buffer zones will need
• Business space format unlikely to attract major to be included to reduce pressure on the retained
occupiers and too large for expanding local calcareous grassland.
companies. 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.
Initial options
6.3.7 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.

58
Figure 6.3: Option 3 - Business campus development
School Landmark
Initial options
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.
Description
Medium 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.
• 900 -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
• Tennis courts & baseball pitch retained and new recreational facilities.
• 150,000 sq m open space / nature reserve

Social
regeneration of an underutilised site, and proposes
substantial development on an agricultural green 6.4.4 This option will provide a significant amount
field site outside the Green Belt. It makes a major of housing but also employment development. This
contribution towards priorities and establishment of will create a positive contribution towards affordable
the Gateway as a new destination and economic driver housing and also contributions towards community
in the town, through a significant provision of primary facilities, including a primary school, although not as
office space able to attract a major investor or a cluster substantial as Option 2.
of companies.
Environment
6.4.2 Moreover, it brings substantial strategic benefits 6.4.5 This option will result in a negative environmental
in terms of housing mix and range, open space and impact, as it would generate the most number of
support for sustainable modes of transport. It also trips in the AM and PM peaks as compared to other
creates a significant mixed use centre with shops, options, therefore creating an unacceptable impact
community facilities and further small scale offices, on the existing transport network. The inclusion of
These amenities will be of sufficient scale to encourage additional public transport services in this option will
use and patronage by nearby residents. mitigate against the current poor public transport
6.4.3 However, this proposal will need to consider the service in the study area.
resulting significant highway infrastructure impact, likely 6.4.6 Abbey Barn North site is included as part of the
to require large-scale investment to support the new development area. This site contains a designated
‘gateway access’ both for access and commercial Landscape Area and Biological Notification Area.
reasons. 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
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.
Initial options
6.4.8 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.

62
Figure 6.4: Option 4 - Housing, employment and education mixed use development (A)
School Landmark
Initial options
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.
Description
Medium 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.

John Hampden Grammar School site redeveloped as prime business space including approximately 110,000 sq m GFA office
quarter.
Park and Ride and Coach Interchange at Sports Centre site.
Approximate development quantities

• 800 -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

6.5.1 This option makes major contributions towards
Social
priorities and establishment of the Gateway as a
destination, by both intensifying uses along Daws 6.5.4 This option will provide for a substantial
Hill and Abbey Barn, but also by strengthening the residential development although not on the same
employment role of the Marlow Hill area. The majority of scale as option 2. The option includes the provision of
the office component is proposed to be directly located a primary school and a secondary school (relocation
at the Gateway, creating a new frontage on Marlow Hill of John Hampden Grammar School) and would
, and transforming the sense of arrival into the town. also generate developer contributions for additional
Employment at this location will be better served by community facilities.
existing access arrangements and will be more resilient
Environment
to the property market.
6.5.5 The option will generate a significant amount of
6.5.2 The mix of uses (including a new primary and additional trips in the AM and PM peaks on Marlow Hill
a relocated secondary school) will be capable of and Daws Hill Lane, therefore creating a very significant
establishing the area as an attractive, well served part impact on the existing transport network, potentially
of town, encouraging the creation of a distinctive living including the Handy Cross motorway junction, which
environment with a variety of quality services and open is likely to raise significant issues with the Highway
space within a very attractive setting. These amenities Agency. Public transport, however, has great potential
will encourage use and patronage by residents from the to succeed as an efficient mode of transport for this
wider southern sector of the town. Public transport will development, as the offices will strengthen existing
be well supported by the proposed mix of uses. routes and the secondary school would generate
6.5.3 However, this proposal may not be deliverable high bus patronage to Abbey Barn South. This option
because of the legal and financial requirements linked therefore has the best chance of bus services being
to the school relocation, making this a high risk maintained beyond any pump priming period.
strategy, unlikely to be welcomed by the school. 6.5.6 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
Initial options
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.
6.5.8 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.

66
Figure 6.5: Option 5 - Housing, employment and education mixed use development (B)
School Landmark
Initial options
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.
Description
Medium 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.


RC Schools site redeveloped as prime business space and residential. Wycombe Marsh redeveloped for medium-high density
housing with high affordable component.
• 800 -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

6.6.1 This option, similarly to Option 4, makes major
Social
contributions towards priorities and establishment
of the Gateway as a destination, by both intensifying 6.6.5 This option will provide for some additional
uses along Daws Hill and Abbey Barn, but also by housing although not as substantial as Option 2. The
strengthening the employment role of the Handy Cross/ option includes the provision of a new primary school
Sport Centre area through the development of the and relocation of the two Catholic schools. This is likely
Catholic schools site, where the majority of the office to affect the amount of other developer contributions
component is proposed to be located. This will create for additional community facilities.
a strong synergy with the proposed Coachway/ Park
Environment
&Ride, office and sports centre development off Handy
Cross. Employment at this location will be better served 6.6.6 The option will generate a significant amount
by existing and planned access arrangements and will of additional trips in the AM and PM peaks at Handy
be more resilient to the property market. Cross and Daws Hill Lane, even when taking account
of the synergies provided by the new interchange hub
6.6.2 The mix of uses (including a new primary and the of the proposed Coachway/ Park & Ride within walking
relocated Catholic primary and secondary schools) will distance of the proposed offices. The result will be a
be capable of establishing the area as an attractive, significant impact on the existing transport network.
well served part of town, encouraging the creation of The secondary school and mixed use area in Daws
a distinctive living environment with a variety of quality Hill are likely to generate high bus patronage to Abbey
services and open space within a very attractive Barn South and therefore have the best chance of
setting. These amenities will encourage use and services being maintained beyond any pump priming
patronage by residents from the wider southern sector period.
of the town. Public transport will be well supported by
the proposed mix of uses. 6.6.7 Abbey Barn North site is included as part of the
development area. This site contains a designated
6.6.3 This proposal may not be deliverable because Landscape Area and Biological Notification Area.
of the financial requirements linked to the schools Provision of open space within the developable area
relocation, making this a high risk strategy. However, and buffer zones to reduce pressure associated with
initial contact with the schools suggests that this option leisure activities on the retained calcareous grassland
is worthy of further exploration, which could potentially should be incorporated into the overall design. Buffer
generate the opportunity for attractive new premises zones will also be required for Abbey Barn South
and support the long-term development plan already adjacent to Deangarden Wood.
considered by the schools.
6.6.4 This option would allow the creation of a Economic
public transport link to the south of Daws Hill Lane 6.6.8 This option suggests reinforcing Handy Cross
through the current St Bernard’s School grounds, and for employment uses, creating an employment
simultaneously address school related traffic problems gateway into High Wycombe, thus strengthening the
on Daws Hill Lane, by relocating the schools and economic role of the town. It also generates additional
providing adequate parking. 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.
Initial options
6.6.9 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.

70
Figure 6.6: Option 6 - Leisure-led development
School Landmark
Initial options
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
Description
Major ‘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.

Wycombe 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.
• 1,100-1,200 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
• Primary school

6.7.1 This option emerges from the Vision and Option
Social
Paper of 2005. It makes a major contribution towards
the establishment of the Gateway as a new destination 6.7.5 This option will provide for significant additional
and driver in the town, through the creation of a large housing. It includes the provision of a primary school
scale leisure hub of regional significance, potentially only and will also generate developer contributions for
including major commercial venues such as a stadium. additional community facilities.
It will also allow the redevelopment and regeneration
Environment
of an underutilised site, and proposes substantial
development on an agricultural green field site outside 6.7.6 This option would result in a negative
the Green Belt. environmental impact by including Abbey Barn North
as part of the development area. This site contains
6.7.2 Moreover, it brings benefits in terms of housing a designated Landscape Area and also ecologically
mix and range and open space. It also creates a important areas (calcareous grassland). Provision of
vibrant new neighbourhood, subject to the leisure mix, open space within the developable area and buffer
which could potentially support sustainable modes of zones to reduce pressure associated with leisure
transport. activities on the retained calcareous grassland will need
6.7.3 However, this proposal will need to consider the to be incorporated into the overall design. Buffer zones
following impacts: would be required for Abbey Barn South adjacent to
Deangarden Wood.
• The significant highway infrastructure impact, likely
to require large-scale investment to support the new 6.7.7 This option has the potential to generate a
‘gateway access’ both for access and commercial significant level of public transport patronage. Trips
reasons. associated with a major commercial sporting venue are
likely to take place at certain times of the week / year
• The possibility that the leisure hub creates negative
and may be able to be catered for through targeted
competition with the town centre; and
travel planning measures, such as providing special
• That large scale venues have a negative impact on event bus services linking the site with the rail station
views from the AONB and town centre. and Coachway.
6.7.4 It should be noted that the recent planning
Economic
application for a large Snowdome in this area has
been refused planning permission (see Section 3), 6.7.8 This option provides a range of employment
and the Council is progressing plans to retain a sports space, including leisure and office space and therefore
centre on its current site rather than relocate it to an it has a major positive effect on economic objectives as
alternative site. compared to other options.
Initial options
6.8 Summary assessment and
recommendations
Other considerations 6.8.1 All six options seek to enhance the M40
6.7.9 This option proposes the creation of a new leisure Gateway as an identified Area of Change in the LDF
destination, which may generate activity on site through Core Strategy. All six options also deliberately provide
most of the day, thus maximising efficiency of public a mix of land uses to ensure that the sites do not
transport and CHP energy generation. However, the become residential suburbs or employment sites poorly
amount and type of leisure uses necessary to achieve connected with their neighbouring areas and the rest of
a well used site may have a detrimental effect on the the town.
town centre and attract more traffic to the area. 6.8.2 The mix of uses varies considerably between
6.7.10 The concept of a large scale leisure venue is the different options, although all include a substantial
likely to require a pre-construction arrangement with element of residential use, which is essential both from
investors and significant enabling funds. This will leave a planning policy perspective and for economic viability.
the site vulnerable to an uncertain development, with 6.8.3 The key issues emerging from the Sustainability
the risk that the site remains vacant for a considerable Appraisal (see Appendix 4) and consideration of the
time. Moreover, this development is likely to reduce the strategic objectives have guided further elaboration of
opportunity for other community investment provision. the options prior to consultation. Key issues to inform
6.7.11 Traffic impact and major highway infrastructure further option refinement and testing include:
investment and the potential requirement of a new
access road directly linked to motorway may affect the Gateway
deliverability of this option. • 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.

Social • The traffic impacts associated with the options
• All options provide additional housing and affordable containing high levels of commercial development
housing to meet, in a variety of degrees, the future (Options 3, 4 and 5) are significantly higher than the
needs of the town, Option 1 provides the smallest other options and would require substantial highway
provision. infrastructure improvements.
• All options include the significant open space Economic

required to meet necessary standards and address
• Options, 3, 4 and 5 are capable of strengthening the
existing deficits. Option 1, however, relies on off-
town’s economy, however any employment related
site contributions to meet its full requirement, with a
development of large scale must be underpinned
risk of small scale/ piece-meal provision. The other
by a sound economic strategy and proactive
options are likely to include over-provision of open
marketing. The level of employment indicated is
space within a large park (the Ride).
significant and will require overcoming the current
market perception of High Wycombe as an office
Environmental/Transport
location.
• Abbey Barn North is the most environmentally
sensitive of the three sites. It is also the most difficult • Options 3 and 4 are the most high risk strategy,
to effectively integrate into any comprehensive because of the proposed scale of employment and
development scheme given its physical separation: associated transport infrastructure requirements.
not all options should include it as a development • Options 6 requires the identification of a major
site. operator and needs significant highway investment.
• The mix of land uses has a significant impact on the For these reasons it should not be progressed at
viability of alternative forms of renewable energy. this stage.
The options incorporating a broad range of non • Options 4 and 5 are both based upon the relocation
residential uses are the most suited to the use of of existing schools onto the Abbey Barn South site
Combined Heat and Power (CHP). Conversely to free up potentially more marketable / accessible
options 1 and 2 are least suited. land for major employment use closer to the Handy
• On-site renewable energy production may require Cross Junction. The viability of the options is
extensive adoption of photovoltaic cells or the dependent on substantial recovery of the market
installation of wind turbines. and external sources of funding. Option 5 addresses
some localised transport congestion issues.
• Any option to include transport infrastructure to the
South of the M40 will encroach into the Green Belt • Options 2 (Housing led) and 6 (Leisure led) do not
and AONB (Options 3, 4 and 5). This will have a propose a business campus, but nevertheless
negative impact on the environment, and will impact incorporate reasonably high levels of employment
on the options deliverability and phasing. space.
• 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.
Initial options

7.Further option
development
7.1 Overview
7.1.1.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.
Further option development
Key recommendations from the previous stage
1. Public transport, open space, community facilities 3. The leisure-led option (Option 6) and relocation of
and sustainable energy are all better enabled by a John Hampden School (Option 4) should not be
larger scale integrated development. Development taken forward because they are not likely to be
of Daws Hill only (Option 1) would only partially viable and raise other significant delivery issues.
contribute to the provision of facilities to the area
4. The exploration of opportunities to relocate the
and to an enhanced gateway. Therefore, it was
Catholic schools should continue in a private
agreed that for the purposes of this study the Daws
discussion with the schools and a viability test.
Hill site should be considered a part of a larger
Short term options to improve access to the schools
development, of which it constitutes the first phase.
should also be considered.
2. Abbey Barn North has a sensitive ecology and offers
5. Different combinations of highway infrastructure
limited potential for development. Its contribution
investment and land use should be proposed. At
is essentially limited to the opportunity to create a
least one option should not require the creation of a
safer road link and a limited amount of housing. An
new link road south of the M40.
option that does not include the development of
Abbey Barn North (but retains the improved road 6. Sustainable transport links to the town centre via
link) should be considered. Wycombe Abbey school should be investigated.

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.
Description
Integrated 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.
• 450-500 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
Urban design Provision of primary health care, primary education
7.1.3 This option creates a new neighbourhood and leisure and community facilities will be essential to
arranged around a mixed use heart and a public support the new development and address deficiencies
transport spine. There will be the potential to create in the surrounding area which will be further impacted
a local destination as well as a distinctive living by this development.
environment with a variety of quality architecture. The
proposed public transport link will serve a much wider Economic
area which is currently underprovided, and reinforce the 7.1.9 This option will result in an increase in population
ties of the Gateway to the town centre. of some 3,000 residents and 5 - 700 additional
potential employees. This will provide a significant
7.1.4 The local park and recreational facilities will be
boost to the town’s retail and leisure economy.
of sufficient scale to encourage use and patronage by
The proposed employment on the site while not
nearby residents. The employment component is likely
matching the increase in residential, will nevertheless
to attract a range of local businesses, but will not be of
be significant, especially if a significant proportion of
a scale and format to draw inward investment.
occupiers were to be new to the town.
7.1.5 The range of land uses makes limited contribution
7.1.10 Given the shortage of high quality office space
to the establishment of the M40 Gateway area as
in the town it is envisaged that most if not all of the
a prime area within High Wycombe. It will provide,
10 - 15,000 sq m of employment space will be B1a.
however, a potentially highly sustainable pattern of
Given its location and size the development is again
residential accommodation. Densities will be more
likely to appeal to small and medium sized employers.
compact than existing development in the area, but still
Accessibility will be very important and it is likely that
low rise.
the imbalance of employment and potential employees
7.1.6 The potential to integrate Abbey Barn North will lead to a greater degree of out commuting from the
will be limited to improved road and public transport town.
access. The site should reinforce linkages with the
Wycombe Marsh development, if possible. Transport and access
7.1.11 Traffic flows associated with this option will
Planning trigger the need for a detailed transport assessment
7.1.7 This option would provide the highest level and infrastructure improvements. Flows are, however,
of residential development, effectively providing for significantly lower than the business campus option
a major urban extension to the South of the town. (Option B).
It could also significantly contribute to any shortfall
7.1.12 There may be potential to serve the level of
(qualitative or quantitative) in employment land
traffic envisaged without the need to create new
provision in the town, primarily catering for growth of
access routes into the site, although this will be
existing businesses.
dependent on a more detailed study of multi-modal
7.1.8 In planning terms, the key considerations are trips. Early LDF modelling work undertaken by
likely to be related to the scale of development; the Halcrow assumed around 1,150 residential units on
access to the site by sustainable modes – particularly the three sites. The residential provision in Option A
how attractive connections to the town centre can is greater than this, and the need for off-site highway
be delivered by public transport, walking and cycling. 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 issues

7.1.17 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.
Description
Integrated 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.
• 450-500 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

Urban design this context. It is not a scale of development which
7.1.18 The range of land uses makes a major has been identified as required in the Western Corridor
contribution to the establishment of the M40 Gateway and Blackwater Valley Sub Regional Strategy nor the
area as a prime area within High Wycombe. Wycombe Development Framework Core Strategy.
7.1.19 This option creates a new district centre and 7.1.24 This type of campus development targeted at
a significant number and range of jobs. It will have large single occupiers, is a relatively inflexible form of
a major ‘gateway’ entrance on Abbey Barn Lane, space and its viability entirely dependent upon securing
potentially requiring a direct link to the strategic road a major occupier. It is impossible to assess how strong
network, thus extending the vision for an image the market for such a campus will be in 5-10 years
making, active gateway to High Wycombe. The time.
development itself will be arranged around a business– 7.1.25 This type of employment offer may draw
led mixed use spine, with sufficient critical mass to employees from a very wide catchment area. As a
draw inward investment or a major business cluster. In hub Wycombe is the preferred location for this type of
turn this will attract a variety of convenience shopping, economic activity, however this will place a premium on
some comparison niche shops and a range of cafes the need to provide sustainable access to the railway
and restaurants, which will serve the businesses and station and the proposed Coachway. The transport
the residents at different times of the day. impacts associated with such a development will be
7.1.20 Synergies with the potential snowdome will be largest of any of the options and the implications for
maximised, in terms of common retail, public transport investment in new infrastructure would be significant,
provision and possibly parking. and potentially adversely impact upon the AONB and
Green Belt land to the South of the M40.
7.1.21 The business and mixed use component will
establish the area as an attractive, well served part of Economic
town, encouraging the creation of a distinctive living 7.1.26 This is the highest risk option which also
environment with a variety of quality architecture. The offers the highest rewards. A high quality, high profile
park and recreational facilities, part of a well served employment site anchored by a prestigious national or
and attractive district, could provide a destination for a international occupier would provide a massive uplift to
much wider area. the economy. To make it work would require a pre-let
7.1.22 The potential to integrate Abbey Barn North and with any major new employer moving in there is
will be limited to improved access and shared public also the risk that one day they could easily move out
transport. The site should reinforce linkages with the or significantly down size. However, the prestige and
Wycombe Marsh Development, if possible. location of the site reduces the risk of re-letting and
or redeveloping it in the future. Such a development
Planning would support the creation of a knowledge based
7.1.23 This option implies the highest level of economy, help to reduce out-commuting by the highest
development overall and involves the development of educated and qualified in the area, provide work
all three sites. The scale of non-residential development across a wider range of skill levels and help to bring
proposed is considerable and in employment terms in other related activities further raising employment
would add an entirely new strategic offer to the opportunities in the area all in line with the area’s
Wycombe market. The scale of the business campus aspirations. It would have a major significant positive
is such that it could be seen as a sub-regional impact on the town’s economy.
employment site, and should probably be viewed in
7.1.27 However, an inability to identify and attract a 7.1.32 Although the proportion of residential has
suitable occupier would result in the site being vacant the potential to be viable, the quantity of offices is
for a considerable time and the need to agree an end high, therefore this option is likely to be one of the
date when the site would be released for a different least viable (even in a post credit crunch market
use. At present Wycombe is not viewed by the market environment) unless a significant proportion of pre-lets
as an office HQ location to rival nearby centres at could be secured. There is little in the way of market
Reading and Slough. Major marketing and promotion evidence at present to support this level of provision in
of the town and the site as a prime location will have to a single campus in this location.
be done. This work should take account of the relative
attractiveness of the M40 Gateway with competing Sustainable energy
locations elsewhere within the Western Corridor sub- 7.1.33 This option offers a good match for CHP
region. (whether heat or power led) as there is a requirement
for heat and electricity throughout the day. Gas or
Transport and access biomass operation should be considered. In case
7.1.28 This option would generate the most number of of gas operation, the 15% on-site power generation
trips in the AM and PM peaks. requirement is likely to demand at least 5 - 6 large
wind turbines on the south side of the site or by a
7.1.29 Daws Hill Lane as a single carriageway route
1kWp PV array on most of the dwellings and additional
is likely to be insufficient to deal with this level of flow
installations for the offices. There will be a large energy
and alternative route(s) into the area may be needed.
requirement for the offices and resulting CO2 emissions
This could take the form of a new southern link road
are likely to be higher than a site with predominately
from Heath End Road across the motorway to the
dwellings due to the requirement of air conditioning for
A404 south of Handy Cross and/or could be a shorter
the commercial units. Alternatives to air conditioning
link from Heath End Road, over the motorway and
should be considered.
joining the access to the Sport Centre site and/or
improvements to Abbey Barn Lane and Abbey Barn
Other environmental issues
Road to give better access to the A40.
7.1.34 Abbey Barn North contains a designated
7.1.30 All of these options require further analysis Landscape Area and also ecological important areas
to confirm feasibility. Bus patronage for this option which should be proactively managed as a nature
is estimated to be 50% higher than for Option A reserve. Provision of open space within the developable
at around 600 trips per day, therefore offering the area and buffer zones to reduce pressure associated
potential to support a higher frequency bus route. with leisure activities on the retained calcareous
grassland will need to be incorporated into the overall
Property design. Buffer zones will also be required for Abbey
7.1.31 Although High Wycombe is a suitable office Barn South adjacent to Deangarden Wood. There
location, deliverability of this option is heavily reliant would also be negative impacts on the AONB and
on access/transport improvements. In order to Green Belt if road improvements are required South of
compete with surrounding and better established office the M40.
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.

8.Further studies
8.1 Relocation of Catholic Schools
8.1.1. Option 5 (that of relocating the St Barnard’s • Create the opportunity for a mixed residential/
and St Augustine’s School) was not presented employment development in synergy with the
at public consultation meetings in the Autumn of proposals at the Sports Centre site, with the
2008, as discussion with the head teachers and potential of road and public transport access directly
governors were just underway and the schools were off Handy Cross through the highway maintenance
sensitive to involving parents at such early stages. depot.
Nevertheless, options involving the relocation of the
• Relocation of the schools within the Abbey Barn
schools were suggested by members of the public
sites in an area well served by public transport and
during consultation events. Further investigations
roads, with the potential for short term parking.
and discussions were then undertaken to explore the
feasibility of this option. • Location of low density community buildings (the
schools) in a green field area, partly retaining the
8.1.2 Relocating the schools would achieve the
green setting of the area and providing opportunities
following benefits:
for common use of open space facilities.
• Easing congestion generated on Daws Hill by
• Provision of new school buildings.
school traffic, which is severely constrained by a
narrow access road, poor turning facilities, lack of
parking, poor bus accessibility, walking and cycling
facilities.
Further studies
Wycombe Abbey School Gates on Marlow Hill
8.1.3 The option involves the schools being relocated 8.1.5 Access for the offices will be directly from Handy
at the Abbey Barn Lane end of the site, to maximise Cross junction through the highway maintenance
efficiency of access from east and west, without depot. This new road link will also provide bus access
interfering with the residential development. This to the rest of the area and the Daws Hill and Abbey
location could provide shared access and parking with Barn sites.
a future recreational facility at the snowdome site and
8.1.6 An initial viability assessment of this option
be well served by public transport. Other sport facilities
was undertaken. This has indicated that, in current
and the park would be within a short and safe walking
market conditions, significant gap funding will have
distance. Moreover, this location would not prejudice
to be identified to enable the viability of this option.
coherent development of the residential component at
However this may change once the market recovers,
an earlier date. Other alternative locations within the
and assuming land is exchanged free of charge or part
sites may be equally acceptable, in due course, when
of a land equalisation agreement, and WDC supports
developers consider the detailed design and phasing of
or even promotes the arrangement, the option could
the sites.
become viable in the future.
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.
8.2 Business Development as Argent, Prudential and Arlington should be actively
sought or continued.
Requirements
8.2.6 The key issues and requirements involving
8.2.1 A report prepared by Drivers Jonas in support of
the development and delivery of either a large scale
this study provides baseline information to assess the
business campus or offices as part of a mixed use
relative attractiveness of High Wycombe as an office
scheme are summarised below.
location (against the existing and pipeline competition)
and informs the elaboration of appropriate land use Business campus – key issues
options. The report is included in Appendix 5.
8.2.7 Occupiers seeking accommodation for large
8.2.2 Two main scenarios are considered: HQ facilities would consider a fairly wide target area
• The development of a large scale business campus; – driven primarily by proximity to motorways, rail
and and airport connections as well as the quality of the
environment and its associated amenities.
• The provision of a significant quantity of employment
within a mixed use area. 8.2.8 In order to achieve a campus development of
comparable scale and quality to High Wycombe’s
8.2.3 A review of the property market indicates that competitors, the following requirements would need to
High Wycombe is not an established office location be addressed:
and has not been promoted as one over the past two
decades. It has not attracted the same level of quality • A solution to traffic congestion at Junction 4 of the
occupiers when compared to its competing towns and M40 would need to be vigorously pursued;
lacks the range of stock found elsewhere. In addition • Where land is available within close proximity to
to this, there has been little suitable office development Junction 4 (school relocation option described
land close to the High Wycombe and to the M40 and above), improvements to existing road access and
thus development has occurred further afield towards certainty regarding the timescale for infrastructure
Marlow. This has left High Wycombe with a lesser office improvements would have a significant impact on
market than comparable towns, despite its strong the marketability for office development;
transport and communication links.
• Additionally, dedicated access independent of
8.2.4 The M40 Gateway sites represent a virtually residential areas, strong public transport links (to
unique opportunity to consider a major business-led rail and bus links) are highly sought after and are
development, which may be deliverable in the medium often essential prerequisites to large occupier site
term. searches;
8.2.5 A step change in employment provision in the • In terms of actual layout and format, in order
town, however, will potentially require the support to compete, the style would need to be of well
of an inward investment agency championing High designed buildings, potentially arranged as blocks
Wycombe’s assets, aiming to increase both the town’s and squares set within an attractive landscaped
business profile and presence and promote short term environment. Adequate on site car parking is
and long term opportunities in the M40 Gateway and essential, as is the development of on site amenities
elsewhere. By way of example, inward investment (shops, cafes, gym, etc.).
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
Further studies
8.2.9 Occupiers within the business services sector, 8.2.12 We would anticipate that this accommodation
the telecoms sector, and the finance sector, who could take the form of pre-lets and flexible blocks,
already make up a significant proportion of the office potentially in the region of c. 2,787 sq m (c.30,000 sq
occupancy in the town, have potential for further ft) on a speculative basis, that could be subdivided to
expansion. There are some significant occupiers in the ensure maximum flexibility to meet specific occupier
area, notably, Dun & Bradstreet, Johnson & Johnson, requirements.
Maritz Wolff & Co, Capstone Mortgage Services and
8.2.13 A clear infrastructure improvement strategy
SAS Software, that could in the future, with more
would greatly enhance the marketability of this site for
favourable market conditions, require expansion
business space within a mixed use master plan option.
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 scenario

8.2.11 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.

9.Transport and
movement options
9.1 Overview
9.1.1 The option stage of the study included detailed 9.1.2 In particular, development quantities were
assessment of the on and off site multi-modal identified which could support high frequency public
transport requirements of potential development transport while not requiring large scale on site road
options. This stage concentrated on off site impacts infrastructure and site junctions (such as a dual
and opportunities in terms of vehicular traffic, public carriageway or major roundabouts). Off site, it was
transport and walking and cycling. Key issues assumed that development should be of sufficient
considered included: scale to fund the necessary local improvements in the
immediate network and fund/contribute to strategic
• Potential impact on M40 and Handy Cross Junction
proposals for High Wycombe (such as the provision of
• Traffic congestion on Marlow Hill and Daws Hill Lane a Southern Link, first proposed by the M40 Gateway
• Traffic impact from school runs on Daws Hill Lane
Vision and Options Paper, 2005).
• 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
Transport and movement options
9.1.3 In parallel, all layout options incorporated the 9.1.4 CB worked closely with Buckinghamshire
features of a sustainable transport strategy: County Council in exploring solutions for this sector
of the town, and final recommendations for strategic
• Land use mix sufficient to support patronage for
improvements at this location will be agreed by the
public transport and to reduce the need to travel
District and County once the analysis is complete.
by providing well located schools, local shops and
As part of this study, a number of options and
employment;
highway solutions were designed and tested; these
• A parking strategy to maximise synergies between are summarised below. Further detail is provided in
different uses and to encourage modal shift; Appendix 2.
• 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.
9.2 Strategic transport assessments -
Traffic modelling
9.2.1 Buckinghamshire County Council and its 9.2.5 Specific tests were undertaken with particular
transport modelling consultants Halcrow have reference to this study: the impact of different
developed a series of modelling tools to represent combination of site development, mitigation measures
the Wycombe Transport Study Model (WTS). The and infrastructure improvements and the effect of
components of this model include: including the Southern Link road. This ensured that the
model adopted a consistent approach when comparing
• A regional model, which generates longer distance
with other Core Strategy sites and that the impact of
trip matrices to use in the local model:
traffic generated by the development is understood.
• A local multi-modal model to estimate demand on
9.2.6 The tests considered the traffic effect of:
the highway and public transport networks; and
• Development of Daws Hill only (brownfield
• A more detailed ‘Paramics’ model to assess the
development only)
impacts on the Handy Cross Junction.
• Development of Daws Hill and Abbey Barn (North
9.2.2 The purpose of the models is to assess the
and South)
impact of growth arising from growth and the major
developments proposed in the town and contained • No development in all three sites
within the Core Strategy and the Delivery and Site • With and without local highway improvements (see
Allocations document, to assess the transport Appendix 2 for details)
implications of developments and identify potential
mitigation measures. 9.2.7 The Southern Link road is a potential measure to
support the Core Strategy, which provides an additional
9.2.3 A technical report setting out the outcome of the access route to development sites in the Abbey Barn
modelling work and the assumptions used is available / Daws Hill area, as well as an outer orbital route in
from the Council (Technical Note 2, Individual Site Tests the South East quadrant of the study area. Certain
– M40 Gateway - 2009). Key findings related to the development scenarios with and without the Southern
Daws Hill and Abbey Barn sites are summarised below. Link were tested to determine its impact on the
strategic and local networks as well as measure direct
Method and options benefits to the sites themselves.
9.2.4 The model considered and compared the
following scenarios; 9.2.8 The conclusions of the work to-date are:
• An initial test (the Do-Minimum) in which growth is • In the Do-Minimum scenario, traffic growth in
based on current planning permissions and potential Wycombe is 11% compared with 20% in the Core
future windfall development. Strategy Scenario.
• A second test was then undertaken assuming the • There is increased congestion in all time periods
full Core Strategy development. with network conditions more difficult in the PM
peak across the whole network.
• A series of tests (Exclusion Tests) where individual
developments assumed in the Core Strategy were • When comparing with alternative sites in other
removed to assess their individual impact. parts of High Wycombe, the development of Daws
Hill and Abbey Barn (North and South) have the
• The remaining tests examined the inclusion of greatest impact on the network and Handy Cross
additional transport measures, such as a Southern junction, although they also involve the greatest
Link road, linking Heath End Road and Wycombe amount of development.
Road (south of Handy Cross) thus providing a
second strategic access to the study area sites via
Abbey Barn Lane
• The impact of Abbey Barn North on its own is 9.2.12 Access to the Daws Hill and Abbey Barn sites
negligible. would be improved, but less than 15% of users of the
Southern Link will be related to these sites.
• The growth in public transport demand is equivalent
to 38% growth in trips with the Core Strategy. 9.2.13 Key beneficial impacts are:
9.2.9 The DfT Transport Analysis Guidance suggests • It provides network-wide benefits in terms of travel
that reliability of urban networks is to be measured times and congestion.
as daytime average travel time compared with free
• Congestion Index of 1.22 (compared with 1.24 for
flowing traffic. This is expressed as 12-hour Congestion
the Core Strategy). The increase in network travel
Index, where 1.00 represents free flowing traffic and,
time is 32% (compared with 35% for the Core
for example, 1.20 represents 20% more travel time
Strategy without the link).
required to do the same journeys throughout the
network. • The Southern Link creates significant re-routing
patterns across the town, but particularly in the
9.2.10 The modelling tests indicate that:
South and East. In many cases the changes are
• The baseline position has a Congestion Index (C.I.) small but there are some notable changes.
of 1.12 (i.e. an average of 12% more time than free
• Examination of potential demands on the Southern
flowing traffic for any given journey);
Link shows that a large volume of traffic is routing
• Growth including the development of all Core from via Loudwater and Flackwell Heath (or
Strategy sites will result in a further increase in time Kingsmead) to the A404 south, M40 or Cressex.
travel of 12% (C.I. of 1.24).
• There is a forecast reduction in traffic flow of 2%
• The development of Daws Hill only (Abbey Barn entering the town centre, mainly in the interpeak and
North and South undeveloped) and of other Core evening peak periods.
Strategy sites will improve average delays across
• There is an 8% reduction in traffic on the London
the network by 2% only (C.I. of 1.22)
Road corridor, again mainly in the interpeak and
• Delay reduction across the network attributable to evening peak periods.
the Southern Link, with development of all Core
• On Daws Hill Lane there is a reduction of traffic of
Strategy sites, including Daws Hill and Abbey Barn,
13% during the day although there is no reduction
of 2% (C.I. of 1.22).
during the AM peak hour.
Southern Link tests • Within Flackwell Heath traffic levels in the Core
9.2.11 The effects of the Southern Link have been Strategy are reduced on Treadaway Hill in the
studied in some detail. The main outcomes of the morning peak hour (by 11%) but are only reduced
various tests is that the link has a primarily strategic by 1 to 2% during the rest of the day. There is re-
function, as it improves the distribution of traffic routing away from Sheepridge Lane (40% reduction
between the motorway junction and the south-east daily with the higher reductions in the interpeak
of the town. In doing so, it relieves Marlow Hill and period) to Heath End Road (24% increase with
the town centre. However, it brings more traffic into higher increases in the interpeak) and the Southern
Flackwell Heath and Kinsgmead Road, areas not Link.
necessarily suited to carry significant additional traffic. • The proportion of traffic using the Southern Link
Further analysis of cost/ benefits related to the link will from the Abbey Barn and Daws Hill development
be required to make conclusive recommendations: sites is small (less than 15%)
for this reason the delivery of the link is retained as an
option in the final movement strategy.
9.2.14 Adverse impacts: 9.2.17 The modelling indicates that, generally, local
improvements to the road network enhance the
• There is a 28% increase in traffic on Abbey Barn
performance on these routes/junctions relative to
Lane due to the Southern Link. This is in addition to
no improvements being undertaken, but they do
growth associated with the development sites.
not in all instances satisfactorily mitigate the impact
• The inclusion of the Southern Link increases traffic in of development. They also shift the pressure from
the Kingsmead Road area (23% increase during the access routes to and from the sites onto other routes
day with a greater increase of 38% in the AM peak through the network. Further investigation of traffic
and only 9% in the interpeak) as routing patterns management interventions will be required.
change.
9.2.18 Not withstanding this, some improvements
• There are increases in delay on Abbey Barn Lane would be required by the development of the site when
at Kingsmead Road and on Abbey Barn Road at investigating the impact of the proposed development
the London Road. These have been found to be onto the local network using the standard transport
ameliorated by possible junction improvements assessment methodology and road safety standards.
although these result in the patterns of delays
9.2.19 In addition, consideration has been given to
moving such that other areas are affected.
how traffic conditions might be improved on Daws Hill
• Traffic levels at Handy Cross with the Southern Link Lane by improvement of drop off/parking arrangements
are increased by 2% with reduction on Marlow Hill around the Catholic Schools, and by improved access
and an increase on Wycombe Road. arrangements into the school sites. This has been
• On Marlow Hill there is a 3% increase in traffic flows, identified as a key factor in causing congestion in the
mainly in the inbound direction. area, and would be exacerbated further by traffic from
new development if not satisfactorily addressed.
• There are still significant peak hour delays on Daws
Hill Lane at the Marlow Hill junction. These have Traffic modelling outcomes
been found to be ameliorated by possible junction 9.2.20 In conclusion, modelling shows that there is
improvement. a major increase in traffic and delays in an area that
already suffers poor traffic conditions. This is due
Local highway improvements tests
to overall growth in High Wycombe (Core Strategy
9.2.15 Modelling tests also considered junction and scenario) as well as development of the Daws Hill
link improvements, with a range of options at various and Abbey Barn sites. This justifies improvements
locations, including: to a number of junctions as well as consideration of
• Marlow Hill/Daws Hill Lane major strategic infrastructure. However, analysis of
those improvements highlights wider difficulties as
• Daws Hill Lane well, which needs to be addresses as part of ongoing
• Heath End Road/Abbey Barn Lane Junction. transport modelling for the Delivery and Site Allocations
document and development of the transport strategy
• Abbey Barn Lane
for the town.
• Abbey Barn Lane/Kingsmead Road
9.2.21 The Southern Link, in particular, provides some
• Abbey Barn Road/A40 London positive strategic benefits, but also some undesirable
9.2.16 Details of all options tested are provided in impacts, and does not appear to resolve all the more
Appendix 2. local impacts. Moreover, it appears that only 15% of its
users come from the study area sites.
Figure 9.1: Improvement locations
Link improvement
9.2.22 Further work and consideration of the various Junction improvement
options and combinations of measures will be required Existing Link
before determining the optimal highway solution that M40
supports development in the study area.
9.2.23 BCC Transport Department, after consideration 9.2.24 Transport investment in the area needs to be
of the modelling results, concluded that, in order to substantial. However, the details of the requirements
support growth, improve the environment and achieve must be part of a wider set of improvements for the
greater equality of opportunity, the transport solutions town. Therefore, it was not possible, as part of this
should: study to determine the required infrastructure. This is
• Make best use of the network already available; described as options for further study in Section 13.
• 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.

9.3 Public transport
9.3.1 The provision of high quality and high frequency • Provide a new dedicated service through the site to
public transport is an essential element of the key destinations.
development of the Daws Hill and Abbey Barn sites. Its • Divert and reinforce the existing service 36 into the
provision is pivotal to a successful development and site.
movement strategy. The objectives are to:
• A demand responsive minibus service on a direct
• Provide a viable, efficient and affordable alternative route through the Wycombe Abbey School site.
mode of travel.
• Encourage modal shift away from the car. Park & Ride extension
9.3.4 Extending the proposed Park & Ride service
• Firmly link the development with other destinations
would require extending the service from the terminus
within the town and the town centre.
at the Coachway/ Sport Centre site through the St
• Establish a public transport service from day one. Bernard’s school site to a terminus on the development
• Ensure that public transport is supported by site. This proposal is likely to have a negative impact
residential, school and commercial travel plans. on the reliability and frequency of the Park & Ride
service. It would be likely to require additional vehicles
9.3.2 In order to promote a significant modal shift from to maintain the same level of service and thus, it could
the car to public transport, all options would require the have a negative impact on the branding of the service.
following elements:
• Modern, clean, distinctive and environmentally New circular route
friendly vehicles. 9.3.5 Providing a new circular route through the centre
of the development linking key destinations in southern
• A service from day one, with the possibility of using
High Wycombe could present operational difficulties.
a smaller vehicle during the initial start-up phase.
Buckingham County Council has undertaken significant
• Well located stops, in places which are spacious rationalisation of town centre services in order to
and well overlooked by active land uses and which maximise the benefits of the new bus station at
can accommodate comfortable waiting space. Eden. A circular route could not integrate well with
the existing routes that cross town and terminate at
• Real time passenger information.
the ends of the routes rather than the bus station.
• Provide a 15 minute frequency from the outset. Moreover, a circular route would require careful
• Improved journey times to key destinations. management of the legibility of the route. Consequently
a direct in and out service was preferred at this stage
• Good quality driver facilities at bus stops and by both BCC and the bus operators. However the
terminus. development should not prejudice the creation of a
circular route, particularly if an operator wanted to run
Routeing options such a service on a commercial basis.
9.3.3 The following routeing options were considered
to provide high quality and frequent public transport Dedicated service
service to Daws Hill and Abbey Barn: 9.3.6 A new dedicated service through the site to key
• Extend the proposed Park & Ride into the site. destinations would terminate on the development site
and link the development to the key destinations, such
• Provide a new circular route in Wycombe South to
as the Catholic Schools, the Coachway, associated
run through the centre of the site.
Business Park and Leisure Centre, Town Centre
and Railway Station. This service is likely to be self key element of highway infrastructure required. Initial
sustaining only once the development is fully occupied, discussions with the school have been favourable
and would require subsidy in the initial phases of the in principle to the provision, as long as it includes
scheme. improved pupil access. Further work is required to
secure the creation of this link. This includes:
Diversions
• Obtaining the formal support of St Bernard’s School
9.3.7 Another option is to divert and reinforce the and access through their land;
existing service 36 into the site. Initially the existing
service could divert into the Daws Hill site to provide • Securing part of the land currently occupied by
an additional hourly service to the Sport Centre, Town Bucks CC/ Highway Agency Highway Maintenance
Centre, Bus Station and Train Station. Once the site Depot;
on Abbey Barn South is opened up, the service could • Potential acquisition of a residential property to
then run through the site and be reinforced to create a route via Daws Lea (depending on the exact route
half hourly service. This could be in addition to the new favoured);
service described above.
• Further investigation in terms of environmental
Other options impacts and topography;
9.3.8 A demand responsive minibus service has been • Further investigation of traffic impact at Sports
considered along a route through Wycombe Abbey Centre Site / Marlow Hill junction.
school site. However it is not recommended for
taking forward at this point due to uncertainties over 9.4 Walking and Cycling
patronage and viability. The service was thought to
have the following characteristics: Options
• Most direct route to the town centre. 9.4.1 Walking and cycling are severely under-provided
in the wider study area, yet they have great potential
• Shared with pedestrians and cyclists. to contribute to a sustainable transport strategy for the
• Also available to residents of Daws Hill who cannot developments. Key objectives are:
use existing public transport because of a disability • Provide improved pedestrian footpaths and
or infirmity. crossings to Daws Hill Lane, Heath End Road,
• Membership Scheme. Abbey Barn Lane and Abbey Barn Road;
• Fares based on a system similar to local bus fares. • Provide a direct link and attractive link to town
centre, potentially through Wycombe Abbey School
Recommendations site;
9.3.9 Any of the above options would need to be • Provide connections to existing public rights of way
supported by residential, school and commercial travel and footpaths;
plans.
• Provide improved links to woods and countryside to
9.3.10 A variety of routeing options to provide high south;
quality public transport to the sites are available,
either as stand alone provision or in combination and • Provide safe, direct and overlooked routes, well lit
reinforcing each other. However, provision of a public where appropriate; and
transport link through the St Bernard’s School site is a • Integrate with green infrastructure small bus link as
discussed in this framework.

Route through Wycombe Abbey School
9.4.2 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.

10.Public & stakeholders’
consultation
10.1 Public consultation
10.1.1 A consultation programme with residents • A public workshop on 12 November (duplicating
was undertaken as part of the study. This section the activities above) held at Marsh School, High
summarises the programme, and local residents’ views Wycombe.
on the key issues in the area and of the development
10.1.3 Participation in the programme comprised
options presented. A fuller report is set out in Appendix
primarily of local residents, but also some interested
1.
groups and local representatives. The events were
Consultation programme publicised through direct invitation (mail drop) in the
neighbourhood and the Council planning bulletin.
10.1.2 The resident consultation programme
comprised of: 10.1.4 Attendance at the public meeting was
approximately 180 people, while workshops comprised
• A public meeting on 20 October 2008 (receiving
47 participants (6 November workshop) and 43
a presentation about the study and initial analysis) participants (12 November workshop). In parallel with
held at Amersham & Wycombe College – Flackwell these activities, a series of meetings were held with
Heath Campus key stakeholders, including landowners and highway
• A public workshop on 6 November (exploring key authorities.
issues, needs and development options) held at
Amersham & Wycombe College – Flackwell Heath
Campus
Public & stakeholders’ consultation
10.1.5 Additional written responses submitted to the 10.1.7 Each breakout considered the following issues:
Council as part of the consultation feedback have also
• Traffic and transport issues, and measures to reduce
been considered and included in the summary below.
congestion
Workshop format • Public transport, pedestrian and transport facilities
10.1.6 The resident consultation workshops followed • Open space and leisure facilities
the format below:
• Community facilities
• Presentation on the analysis of key issues, study
findings and development options • Scale and character of development
• Breakout groups to discuss the key issues, local 10.1.8 The breakout groups were run as interactive
needs and character, and development options discussions, using a structured, highly visual technique
to gather the views of all participants, identify common
• Summarising to review the results of each breakout themes and discuss issues, concerns and ideas.
group.

10.1.9 The breakouts addressed the following Public transport, pedestrian and cycling
questions: facilities
• Is our understanding of the traffic and transport 10.2.3 Key messages received were:
issues correct? • Major public transport investment such as a
• What have we missed? dedicated rapid bus way/ transit would be the only
way to make a difference.
• What measures are critical to reduce congestion?
• There maybe reluctance to use improved public
• What type of public transport services and
transport by existing residents in particular.
pedestrian and cycling facilities would benefit the
local area? • High quality, high frequency and integrated bus
routes are needed.
• What type of open space and leisure facilities would
be most suitable as part of a new development? • A consistent and comprehensive set of cycling and
walking improvements are needed.
• Are we moving in the right direction in terms of
balance of uses and scale of development? • Safe routes to and around schools are needed.
• What are the key features of local character that Open space facilities
need to be reflected in new development?
10.2.4 Key messages received were:
10.2 Workshop results • One large park is preferred to separate small green
spaces.
10.2.1 The text below summarises the comments
made by the participants to the consultation process. • Maintain open space and wooded character.
• Range of informal space and sports facilities.
Traffic and transport issues
• Facilities for young people and children needed
10.2.2 Key messages received were:
within the development.
• Current traffic issues need to be addressed
• Well-maintained parkland.
irrespective of development.
• Respect wildlife and bio-diversity.
• Development will make the existing traffic situation
worse.
Community facilities
• There is little confidence that junction improvements 10.2.5 Key messages received were:
will be sufficient to address the likely level of traffic
congestion. • Celebrate the military history of the site.
• Improvements are needed ahead of development. • Youth facilities are needed.

• Facilities should not duplicate those at nearby
centres.
• A range of facilities appropriate to a village should
be provided.
Public & stakeholders’ consultation
Balance of uses and scale Landowners and potential developers
10.2.6 Key messages received were: 10.2.8 Landowners and potential developers
were also involved at various stages during the
• Mixed use is fine.
consultation period and provided input to the emerging
• No business park-type development – provide small preferred option. Discussions mainly focused on the
starter business units and homes for families with development of Daws Hill and Abbey Barn South only.
gardens (not flats). The main points raised were:
• Use eco-friendly design. • Broad support, in principle, for a common
master plan, which would result in a seamless
Feedback from Wycombe District Council neighbourhood when complete;
and other stakeholders
• Willingness to explore ways to deliver a
10.2.7 The options and further studies were presented
comprehensive development;
and discussed with Council members and officers. The
following priorities emerged from the discussions: • No objection, in principle, to consider ways to
deliver/ facilitate off-site development, for example
• Need to identify a set of appropriate highway
the relocation of the schools or the Southern Link,
improvement measures to reduce congestion in the
subject to viability, Council support and other
study area;
sources of funding;
• Support for provision of high quality sustainable
• Need to be mindful of phased delivery, retaining
transport facilities as a way to control congestion
the option of developing Daws Hill independently of
and promote behavioural change: buses, walking
Abbey Barn;
and cycling.
• Concerns about the cost and phasing implications
• Preference for a mixed use development, with a
of community infrastructure, such as on-site
substantial employment component to support the
education or CHP,
economy of High Wycombe in the longer term;
• Concerns about the marketability and scale of the
• Clear support for further exploration of the feasibility
proposed employment;
of relocating the Catholic schools to the Abbey Barn
site; • Concerns about low density and sustainability
aspirations.
• 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.
11.Towards a preferred
option
11.1.1 The final set of options were reviewed to inform The emerging master plan framework sets out to:
the preferred development approach, in the light of: • Create a new neighbourhood centre offering a
• Closer examination of the site attributes and range of small scale retail and community facilities
requirements following initial options appraisal; to become a local focal point for new and existing
communities, without threatening other centres and
• Transportation issues (taking account of the need
Flackwell Heath in particular;
for further work to determine the final requirements);
• Incorporate a deliverable element of quality
• Public consultation responses;
business development, in the form of a business-
• Viability and property advice – business led mixed area in a high quality setting, with access
development/market; independent of the residential area and potentially
• Input from Council members and officers; offering a range of business units, suitable for
pre-lets and a range of local new and expanding
• Input from other key stakeholders. 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;
Towards a preferred option
Daws Hill Lane
• Adopt a style of development and scale that is • Provide a range of high quality community facilities;
appropriate to the suburban/ fringe/ village context
• Provide flexibility for the relocation of the Roman
of the site: primarily low rise and low-medium
Catholic Schools in the longer term, though with the
density.
potential for some business development on the RC
• Deliver exceptional quality open space, including schools sites instead (as part of a possible mixed
an informal park, playspace for children of different use development);
ages, allotments, informal walks and senior sport
• Retain Abbey Barn North as a longer term reserve
pitches;
site, primarily on grounds of sensitive ecology and
• Significantly contribute to the provision of limited development capacity.
sustainable transport, with high quality bus routes to
the town centre from the outset;
• Contribute to highway improvements to be
determined;

PART THREE:
Planning and Infrastructure
Framework
12.Master plan
framework
View from Abbey Barn Lane
12.1 Overview
12.1.1 The proposed master plan framework is the 12.1.3 WDC, through consideration of wider planning
result of option exploration and analysis carried out in and infrastructure objectives and through formal
the early stages of the study and described in Part Two consultation on the relevant development plan
of this report. document, may conclude that an alternative approach
may be preferable. Similarly, although we endeavoured
12.1.2 The master plan takes account of comments
to reach to most local community groups and address
received by the Council, landowners and other
their aspirations, the proposed approach may not
stakeholders and the community and is our
entirely satisfy local residents and further consultation
recommended approach to the development of
is strongly recommended, once the details of the
the site. This master plan should be used as a the
proposals emerge.
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.
Mast plan framework
Strategic objectives
The proposed master plan satisfies the strategic objectives of the study by:
• Contributing to the creation of a stronger • Supporting measures to control traffic

gateway – By strengthening the physical and congestion in town – By contributing to alternative
functional linkages between gateway sites highway improvement and investment solutions to
(particularly to the east of Marlow Hill) and be identified at a later stage.
improving connections with the town centre. The
• Enhancing public transport provision – By
comprehensive development of Daws Hill and
providing the necessary new links and a layout that
Abbey Barn South would provide the eastern
will facilitate bus provision, as well as providing land
gateway with a neighbourhood centre and
uses and quantities able to provide the patronage
exceptional community and open space facilities.
required for a viable frequent service.
Moreover the master plan allows the flexibility of
relocating St Bernard’s and St Augustine’s Schools, • Providing high quality open space – By
relieving local traffic congestion and creating an incorporating formal and informal open space to
employment hub in synergy with the Sports Centre address existing deficiencies and provide publicly
redevelopment. accessible leisure opportunities, in the form of a
park with mature trees, woodland walks into the
• Providing medium and longer term employment
town centre, a range of pitches, sport facilities and
opportunities to support High Wycombe’s
pocket playspace.
economic role – By identifying small scale business
opportunities within the mixed use area and • Creating a local centre – By including a local
neighbourhood centre, as well as allocating land for centre or hub of community and proximity retail
a significant business campus either on Abbey Barn facilities to serve the new development and the
South or as part of the school relocation strategy. existing residential neighbourhoods.
• 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.

Figure 12.1: M40 Gateway Synergies
Mast plan framework
12.2 M40 Gateway synergies
12.2.1 The master plan proposes the creation of a new residential, proximity retail and community facilities,
low rise neighbourhood centred around a community as well as sport pitches, a new park and access to
heart and outstanding open space. The new the countryside. Views from the surrounding Area of
development is to play an essential role in promoting Outstanding Natural Beauty will be either preserved or
the M40 Gateway as a vibrant part of town which has enhanced.
excellent links with the town centre, as well as easy
12.2.2 The development is to offer a model of
access to the road network. Thus the M40 Gateway
sustainability, through a range of measures, including
will offer a range of high quality office space, new
travel, energy, water conservation, ecology and
landscape, health and waste minimisation.
The key features of the plan are:
• Integrated development: the site layout is • A new neighbourhood centre, located on the
comprehensive and integrated. The Daws Hill and Daws Hill site, which offers community services and
Abbey Barn South site, at completion, will become facility to the development, but also appeals to all
a single new neighbourhood with joint facilities the surrounding communities. The neighbourhood
and legible layout. No boundary distinctions will centre is pivotal to the identity of the new
be apparent, even with progressive and phased communities. It will provide a village green with
implementation. The street pattern is regular and children play space (LEAP), a basket grocery store
broadly based on the existing network on Daws and a small number of shops, cafes, small and
Hill and a simple grid on Abbey Barn South. Plot medium sized office space, a primary school, and
sizes will allow continuous direct frontages onto the flatted accommodation (including retirement homes).
streets. • An eastern gateway/ campus, at the edge of
• Magnificent woodland aspect: the master plan is the Abbey Barn South side on Abbey Barn Lane.
designed to maximise the impact of its woodland This area has a formal layout and is designed
setting and create opportunities to enjoy a network to accommodate predominantly business uses,
of long walks at the edge of the woodland, thus creating a business campus with a unique
connecting into existing paths and into the town landscape setting in close proximity of the M40 and
centre. The curved woodland edge frontages reflect the A40 corridor. This area is to provide, together
the topography and the position of a dry valley. with the neighbourhood centre, an ‘anchor’ to the
site and a local destination. An alternative option
• Unique parkland: the existing avenue of trees for this area is also the potential relocation of the
and spinneys forming the Ride are recreated as Roman Catholic Schools from their site on Daws
a distinctive park, which preserves the historic Hill Lane and redevelopment of the school site for
formal structure, and at the same time provides offices and residential.
pockets of activity (play space, a bowling green
and other sports courts) in the ‘rooms’ created by • A well identified development spine, integrating
the existing vegetation. The western end of the the whole area and allowing an efficient provision
Ride accommodates a community centre/ sports of public transport. The spine provides effective
clubhouse and a small apartment building with a connections to the rest of the M40 Gateway and
restaurant/ café with open views of the Ride. 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.

Figure 12.2: Framework Master Plan
Mast plan framework
12.3 Development quantities
12.3.1 The development quantities associated with the Daws Hill
master plan are described below. These are based on
the following assumptions: Residential development
• 550 units for the purpose of viability test (500-600
• Daws Hill site - 24ha/ 59.5 acres, including of
units site capacity)
Category A wooded areas, Category B specimen
trees and AQMA. However, given the extensive • 30% bedspaces affordable
mature tree cover, it is assumed that only around • Affordable unit mix in accordance with WDC
80% of the site is developable. Development Developer Contributions SDP:
plots, net of roads and open space assumed to be - 1 bed/ 2 person flat - 20%
approximately 14ha/ 34.5 acres. - 2 bed/ 4 person flat - 15%
• Abbey Barn South - 16.6ha/ 41 acres, net of Ride - 2 bed/ 4 person house - 15%
and woodland buffer areas, which are not to be - 3 bed/ 5 or 6 person house - 35%
included in the developable area. Net development - 4 or more bed/ 6-8 person house - 15%
plots assumed to be 11.5ha/ 28.5 acres • Residential to include some elderly persons/ extra
approximately. care
• The development to be primarily medium-low
density (30-45 dwellings per hectare), with less than Mixed use area
30% of the site of medium density (equivalent to 50- • 3,000sqm GFA offices (B1), small to medium units
60 dwellings per hectare).
• 800sqm GFA grocery store; 700sqm GFA small to
• Employment and mixed use apartment buildings to medium size shops (A1 to A5)
be no more than 4 storeys high.
Other uses
• Retail to support local need only (see Section 16.5).
• 210 pupil Primary School
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 .

Figure 12.3: Neighbourhood area
Offices and retail
Offices and retail

Outdoor pavement
uses (cafes)
Green and
playground
School
Senior housing
Apartments with
active ground floor
Abbey Barn South

Residential development Other uses
• 450 units for the purpose of viability test (400-500 • 300sqm cafés and restaurants in the Ride near
units site capacity) neighbourhood centre (A3).
• 40% bedspaces affordable Abbey Barn North
• Affordable unit mix in accordance with WDC • The site is considered to be a longer term prospect
Developer Contributions SDP: with limited integration with the rest of the site.
- 1 bed/ 2 person flat - 20% Abbey Barn North could accommodate up to 100
- 2 bed/ 4 person flat - 15% dwellings on the site, subject to further ecological
- 2 bed/ 4 person house - 15% assessment. Part of the site will be required by the
- 3 bed/ 5 or 6 person house - 35% suggested realignment of Abbey Barn Lane.
- 4 or more bed/ 6-8 person house - 15%
• Campus area (minimum site area 60,000sqm) 12.4 Sustainability Appraisal
• Either: Social
- 25,000sqm GFA offices (B1), medium to large
12.4.1 The proposed master plan would provide
units
significant amounts of additional housing although not
- Small grocery, cafés and restaurants (A1 to A5)
as high as some of the options first generated. The
- 35-40 townhouse units
option would provide a mix of tenures and affordable
• Or: relocation of Catholic Schools (Primary and housing to meet identified need and the provision of
Secondary) and redevelopment of the schools site extra care housing for older people.
for housing and office space (75:25 respectively in
12.4.2 The master plan includes the provision of a new
land allocation split). This option should consider
primary school and would also generate developer
synergies with the Sports Centre redevelopment.
contributions for additional community facilities.
• Or: Additional mix of housing and business
development (fall back option, subject to
impossibility to deliver either of other two).
Mast plan framework
Figure 12.4: Office area
Courtyard parking
Courtyard parking
Cafe
Campus green
Frontage onto park
Landmark office
building
12.4.3 The buffer zones between the site and 12.4.7 The proposals will be able to sustain a high
environmentally sensitive areas such as Deangarden frequency/quality bus service. The level of traffic impact
Wood are used for a cycle/walking network and are will not be as significant as other mixed use options as
overlooked by active frontages, thus encouraging the development quantities are lower.
access and enjoyment of local landscape.
12.4.8 The proposals are also a good match for CHP
12.4.4 The proposals would consolidate and enhance as energy use is required throughout the day and night
the sense of community identify by providing a with either the business or education campus.
comprehensive master plan for the sites.
12.4.9 The master plan also provides a range of open
spaces and recreational facilities addressing open
Environment
space deficiency in the area.
12.4.5 Development at Abbey Barn North is subject
to environmental feasibility and is not identified for Economic
development as part of this master plan. However, part
12.4.10 The proposals provide a significant amount of
of the site will be required by the potential re-alignment
employment space although it is dependent on option
of Abbey Barn Lane. Buffer zones will also be required
chosen for the campus area - a business campus
for Abbey Barn South adjacent to Deangarden Wood
or relocation of the schools on site. Even with the
to mitigate against the minor adverse impact. This is to
relocation of the schools, the option would free-up land
be used as a cycle/walking network. A green corridor
for economic development.
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.

13.Transport Infrastructure
Framework
13.1 Overview
13.1.1. The master plan must be underpinned by a In parallel, the master plan incorporates the features of
sound movement strategy in order to facilitate both a sustainable transport strategy:
access to and from, and movement within the M40
• Land use mix sufficient to support patronage for
Gateway area. The proposed transport infrastructure is
public transport and to reduce the need to travel
consistent with BCC Transport Department objectives
by providing well located schools, local shops and
of:
employment;
• Making the best use of the network already
• A parking strategy to maximise synergies between
available;
different uses and to encourage modal shift;
• Creation of new road links only when there is a
• Efficient and safe access for emergency and service
robust evidence base for delivery;
vehicles;
• Improving traffic management measures;
• A direct bus corridor to service the site and link up
• Encouraging change of behaviour; with existing and future destinations, such as the
Park & Ride;
• Focusing investment on sustainable travel as a
priority. • 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.
Transport Infrastructure Framework
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.

Figure 13.1 – Proposed Movement Strategy
13.2 Site specific measures: access to the
local network
13.2.1 Both Daws Hill and Abbey Barn South have 13.3.2 All routes and links should be designed in
limited access points to the local network. As the scale accordance with the Manual for Streets, with particular
of the proposed development would require two points attention given to minimal road widths, tight radii and
of access as a minimum, and preferably more, it is visual splays and minimal signage. All streets should
proposed that two access points are established on incorporate sustainable drainage systems.
Daws Hill Lane as part of the initial phases and that, in 13.3.3 In particular, the street network should provide
the second phase, a through-access road (the ‘spine’) safe, direct and overlooked routes, good landscape
provides better access to both sites from Daws Hill and lighting and connections to existing public rights of
Lane to Abbey Barn Lane. way and footpaths.
13.2.2 This will allow the site traffic to be distributed 13.3.4 The key elements of the street network are:
onto the local highway network to access High
Wycombe and its neighbourhoods via Daws Hill Lane The Spine route:
and Abbey Barn Road, regional towns to the south
• The principal access route through the
via either Marlow Hill/ A404, or Heath End Road and
development;
Winchbottom Lane and strategic connections via M40.
• Public transport corridor, including well designed
13.2.3 The master plan identifies two junctions each on
bus shelters and waiting areas;
Daws Hill Lane (one potentially for public transport and
cycling only) and Abbey Barn Lane. This will reduce the • Cycling and pedestrian corridor at the heart of the
traffic impacts at each junction and allow for better bus development.
priority. It will also discourage any rat running through
the site, though this is unlikely because the existing Residential streets:
network would provide a more direct link for passing • Network of permeable streets accessed from the
traffic. spine route providing direct access to all land uses;
• Existing street pattern of Daws Hill is extended.
13.3 Site specific measures: street
network Shared surfaces:
• Lower order streets providing access to residential
13.3.1 The street network included in the master
plan provides for the movement of all modes through land uses;
the development and the connections to the existing • Quieter, slower and calmer street environment.
network. The network is a broad irregular grid,
extending from the existing street pattern in the Daws Green corridors:
Hill site. The grid is designed to maximise the retention • Existing public rights of way maintained;
of trees and hedgerows, provide maximum connectivity
• Connections to the countryside.
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.

Figure 13.2: Option 1 Route Via Daws Lea
Figure 13.3: Option 2 Route via the existing school access road
13.4 Sustainable travel requirements:
public transport
13.4.1 The public transport strategy proposed draws Route options
on several of the options considered in Section 9.3. 13.4.4 A variety of routeing options to provide high
13.4.2 High quality public transport provision is quality public transport to the sites are available,
essential to securing a sustainable development of either as stand alone provision or in combination and
the area, and securing a direct link to the proposed reinforcing each other.
regional Coachway/local park and ride facility at Handy 13.4.5 The potential routes are shown on the illustrative
Cross is essential. The preferred strategy includes diagram for the Catholic schools area, which also
the provision of a public transport link through the St illustrates the potential for improved drop off facilities
Bernard’s School site to the Coachway/ Sports Centre and management of parking in the area which currently
Site, and therefore link the site to: creates congestions on Daws Hill Lane. The main pros
• The strategic coach services to Oxford and London and cons of these two options are summarised in the
table below. These issues should be explored in more
• The local Park & Ride
detail with the schools and the highway authority.
• Recreation facilities
Service provision
• Employment uses
13.4.6 A new dedicated service should be provided to
• Provide opportunities to improve school access ensure a high quality service from day one, including:
issues
• Modern, clean, distinctive and environmentally
• Integrate with Daws Hill/ Abbey Barn South site friendly vehicles.
13.4.3 The service should also connect the • Better facilities at stops.
development to High Wycombe town centre and the
railway station. It should be integrated with WDC/ • Real time passenger information.
Bucks CC public transport strategies. The proposed • 15min frequency from outset.
public transport corridor along Desborough Road
• Improved journey times to key destinations.
would be utilised, and the service integrated with town
centre bus services at the Eden bus station.
Pros Cons
• Involves loss of at least 1

Option 1 Route Via Daws Lea • Provides the most direct route to residential property.
Via Daws Lea linking to south of St Handy Cross. • Would result in significant loss of
Bernards school, through part of trees.
• Likely to result in shorter journey
highway depot site and on to the
Sports Centre site. time for buses. • Introduces buses into a residential
street/ cul de sac.
• Introduces buses into a road that

Option 2 Route via the Catholic
is particularly busy at school start
Schools access road
and finish times.
Via schools access road (also called • Does not impact on residential
Daws Hill Lane) linking to the south • Would result in significant loss of
properties.
of St Bernards, through the highway trees.
depot site and on to the Sports Centre
• Bus journey times would be slower
site.
than option 1.

13.5 Sustainable travel requirements:
walking and cycling
13.4.7 The public transport option should be 13.5.1 The master plan structure proposed achieves
implemented in two phases as set out below. the objectives set out in Section 9.4 for walking and
cycling. Off-site measures that will be required include:
Phase 1:
• Connections to existing public rights of way and
• A 15 seater high quality vehicle running every footpaths.
15mins to Coachway, High Wycombe town centre
and station. • A direct link to the town centre through Wycombe
Abbey School site, to be agreed with the school.
• Direct link through St Bernards school site.
• Improved links to woods and countryside to south.
• Route serving Daws Hill Lane/ Marlow Hill/
Desborough Road public transport corridor/ Town • Improved pedestrian footpaths and crossings to
Centre. Daws Hill Lane, Heath End Road, Abbey Barn Lane
and Abbey Barn Road.
• Divert existing service 36 to enter Daws Hill site,
retaining hourly frequency. • Integrated school access requirements on Daws Hill
Lane.
Phase 2: 13.5.2 Particular consideration should be given to the
• Divert existing service 36 through Daws Hill and route through the Wycombe Abbey School site in terms
Abbey Barn South sites increasing frequency of:
to twice an hour (additional vehicle likely to be
• Topography: further investigation is required
required).
to identify a route that can meet the gradient
• Increase vehicle size of new route to accommodate requirements for disability access.
increased demand.
• The detailed design needs to resolve the issues
• Direct link through school site. between access and school operation and security
• Route serving Abbey Barn South/ Daws Hill/ school requirements as set out in Section 9.4.
site/ Coachway/ Marlow Hill/ Desborough Road • The impacts of construction on the adjacent
public transport corridor/ Town Centre woodland needs to be examined further.
• The level of integration between users needs to be
Figure 13.4: Woodland walks resolved. Particularly if the route is to be shared with
a demand responsive service.
Direct frontages
Woodland walk/
shared surface
Green corridor/
valley
Spine road and

cycle route

13.6 Off site highway network improvements
13.6.1 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:
Option 3 - Low
Option 2 - Strategic and
Option 1 – Local Measures Environmental Impact
Local Measures
Approach
Localised junction improvements: Localised junction improvements Minor upgrades to Winchbottom

as per option 1. Lane (eg. introduce additional passing
• Daws Hill Lane/ Marlow Hill places), including the link through to
Southern Link road - creating an
the A4155/ Westhorpe interchange
• Heath End Rd/ Abbey Barn East West link between London
(see options A and 2A in Fig 10.4).
Lane Road in the east and Wycombe
Road in the west and new south Localised improvements to the west
• Realignment of Abbey Barn facing slips onto the A404 Marlow (i.e. Daws Hill Lane/ Marlow Hill),
Lane at northern end (over or Bypass (see options A and B in minor improvements to the east (eg.
across disused railway line) Figure 13.5). Abbey Barn Lane/ Kingsmead Road/
London Road area) such as traffic
• Abbey Barn Lane/ Kingsmead
light controls on bridge over former
Road
railway line on Abbey Barn Lane.
• Abbey Barn Road/ London Explore other possible local traffic
Road management measures.
(see Figure 9.1)
Figure 13.5: Southern Link Options

14.Social and community
infrastructure requirements
High Wycombe
Town Centre
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.
Social & Community infrastructure requirements
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

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.
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 house - £728
• 3 bed - £728
• 4 & 4+ beds - £1,092
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
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 –
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
Sports Facilities
• Sports pitches -
Planning standard 1.6ha/1000 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)
Play Space
• Play space –
Minimum requirement 1.1ha (not met on site to be compensated by contribution towards facilities in the Ride)
• LEAP within neighbourhood green
Allotments

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.

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.
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 house - £3,052
• 3 bed - £3,052
• 4 & 4+ beds - £4,239
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 house - £728
• 3 bed - £728
• 4 & 4+ beds - £1,092
Policing
Space should be provided within the neighbourhood centre that can be used as a police office if required.
At the time of writing WDC are not collecting contributions towards the police service but this situation is kept under review.
Fire and Rescue
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 –
Minimum requirement 0.45ha (vastly exceeded)
Parks –
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
Play Space
• Planning standard 0.8ha/1000 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
Sports Facilities
• Sports pitches -
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
Allotments
Minimum requirement 0.24ha (additional to unmet 0.29ha required by Daws Hill development)
Allotments 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 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).

15.Sustainability
15.1.1 The priorities for sustainable development stages, the plant would need to be expanded to
include high energy efficiency through a combination serve Abbey Barn South and should be converted
of Combined Heat and Power (CHP), on-site energy to wood burning when the carbon benefits are clear.
generation, and energy efficient buildings; water The site should allow for these requirements.
conservation; landscape, biodiversity and travel.
• Setting up of a trust or Energy Service Company for
15.1.2 Particular attention should be given to the the maintenance and operation of the CHP plant,
Feasibility Study on Energy Policy and Infrastructure for with charges applied to all properties regardless of
the Wycombe District (prepared by SEA and Renue in acquisition of heat and power from the on-site plant,
March 2008) and to all relevant environmental guidance will ensure that the CHP infrastructure costs will be
issued by WDC in relation to new development. recovered over a period of time.
• 15% of energy requirements will be generated
Daws Hill
on site, unless it is proven that on-site provision
15.1.3 The following measures should be provided: reduces the overall energy efficiency of the site.
• Identification of suitable site and provision of Achieving this target will require either (a) a switch
modular CHP plant and distribution system. It is to biomass as and when this is an economically and
expected that the plant would be gas operated in environmentally viable option or (b) the installation of
the initial period and dimensioned to provide all photovoltaic arrays or wind turbines to supplement
heating requirements of the development. In later the CHP system.
Sustainability
• Homes should be designed to the following - Free travel card on occupation of a property on
standards: site;
- Code for Sustainable Homes 5 (6 post 2016); - Information packs about available sustainable
travel;
• Non residential buildings should be designed to the
- Clear information about available routes and
following standards:
destinations at all bus stops;
- BREAAM Excellent;
- Cycling facilities in office buildings;
• Sustainable Drainage Systems, including: - Cycle parking in all public areas (neighbourhood
- Limiting impervious cover to 35% of site maximum; centre, school, sport pitches, for example).
- Porous pavements for all parking areas, driveways - Provision of cycle tracks along the Spine.
and squares;
- Use of green roofs on 80% of non residential Abbey Barn South
buildings and apartment buildings; 15.1.4 All the measures identified above for Daws
- Usage of infiltration techniques (swales, trenches, Hill, except for the CHP plant and network, should
detention basins, etc) associated with soak-aways be expanded to serve the Abbey Barn South site,
and filtration beds to control pollutants. and wood-chip conversion if and when this solution
• Green travel plan for the all land uses and provides a carbon saving. The switch to biomass
encouragement of use of public transport by would need to account for any implications in relation
initiatives such as: 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 framework
16.1 Planning context
16.1.1 Annual monitoring of development and planning • Taking account of the potential timing of
permissions, together with the recently published development of previously developed sites, there
Strategic Housing Land Availability Assessment is sufficient supply to reach 2019 without any
(SHLAA – March 2009) provide an up to date greenfield release;
assessment of the housing land supply position in the • Additional previously developed sites within the
district. The position as set out in the SHLAA is as SHLAA where there is currently no information on
follows: delivery could result in not requiring any greenfield
• The housing target for the period 2008-26 is of development before at least 2021.
6,832 dwellings (380 dwellings per annum); 16.1.2 Market difficulties make it more difficult than
• The SHLAA identifies 4,688 dwellings on usual to establish a firm and robust position on housing
deliverable/ developable previously developed sites; supply. Moreover, housing targets are likely to be
this corresponds to around 12 years supply of sites, reviewed when the South East Plan is reviewed, but a
including Daws Hill; timetable for this has not been agreed. On this basis,
justification for the release of the Abbey Barn sites
• The SHLAA also identifies potential for 2,190
before 2019 at the earliest is unlikely to be on the basis
dwellings on deliverable/ developable peripheral
of housing land supply.
greenfield sites, including the Abbey Barn sites.
Planning framework
Daws Hill Doolittle Estate
16.1.3 However, as set out in Part One of the study, comprehensive strategic approach to development
there is currently a shortage of quality office space of the M40 Gateway area, the critical mass of
in Wycombe relative to competing towns (Reading, development required to facilitate the delivery of
Slough and Oxford). The short term prospects for transport and social infrastructure, and provision
increasing supply are poor due to market conditions, of new business development, for which there is
although the Delivery and Site Allocations is identifying a strategic justification. If such a comprehensive
potential sites, including at the Sports Centre site. approach is adopted by the Council, the development
The Daws Hill and Abbey Barn site provides a longer of the sites will be expected to deliver the necessary
term opportunity for enhancing the Wycombe offer infrastructure and a high quality development.
on an attractive site in a strategic location. This would
necessitate a strategy for enhancing highway access to 16.2 Planning strategy
the site. The long lead times and high costs associated
with any highway interventions would provide further 16.2.1 The critical mass associated with the phased
justification for a comprehensive approach to the release of the two sites as part of a comprehensively
planning of the two sites. master planned development would deliver the
strategic planning objectives described in Section 12.
16.1.4 The strongest case for the allocation of In addition the development would provide:
the two sites in the Delivery and Site Allocations
• A new ‘neighbourhood’ centre on the Daws Hill
DPD fundamentally relates to the delivery of a
site serving the two developments and the wider
surrounding residential area;

• A primary school on the Daws Hill site (in the • Separate developments would make it more difficult
knowledge that it could be developed and to justify major off-site contributions (especially
expanded over time in tandem with housing in relation to Daws Hill, which would eventually
occupancy over the two sites); benefit from subsequent infrastructure provided
by Abbey Barn South. Conversely, if major utility
• New strategic open space facility on the Abbey Barn
network upgrades are found to be required, these
South site to meet demands associated with both
could solely fall on the Daws Hill developers as first
sites and address existing deficiencies in the south
movers).
of the town, with the added benefit of avoiding
smaller scale fragmented provision on Daws Hill with • Off-site highway infrastructure requirements will
associated maintenance costs; affect the viability of Abbey Barn South (Phase 2)
more than Daws Hill.
• A strong negotiating position in relation to
contributions towards strategic (off site) • Poorer viability is likely to limit the potential to
infrastructure based upon the impacts associated consider the relocation of the Catholic school or
with the entire development which can then be even the delivery of large scale employment.
programmed in accordance with the development
• Development only on Daws Hill is likely to demand
trajectory.
a cutback in aspirations for land use mix and
• The opportunity to address congestion and infrastructure provision to reflect the lesser demands
pedestrian safety issues along Daws Hill Lane and returns associated with a reduction in housing
through an appropriate agreement with the Catholic numbers of 30-40%.
schools or through their relocation.
• The integration of the two sites at a later stage
• Sufficient critical mass to support enhanced public would be more difficult, as it would not be possible
transport route as described in Section 13. to secure this through the Daws Hill application if
there was no certainty about the release of Abbey
16.2.2 If the sites were brought forward in isolation
Barn South. The consequence is likely to be two
over very different planning periods the implications
more separate housing developments – not one
would be as follows:
integrated mixed use urban extension. A revised
• The proportionate infrastructure demands on the master plan or planning guidance would have to
developers/ landowners of both sites would be illustrate how Abbey Barn South could be integrated
significantly increased as the scale of development with an earlier Daws Hill development.
would anyway individually trigger strategic
16.2.3 The planning strategy which will maximise the
infrastructure requirements envisaged in the
coherent and comprehensive development of the two
master plan without the benefit of a comprehensive
sites should therefore comprise the following elements:
approach. This could affect viability, but also the
quality of the provision, which will inevitably be • The allocation of both sites within the Delivery and
fragmented and small scale. Site Allocations DPD.
• Contributions will be assessed on the impacts • Daws Hill as a brownfield site is likely to be phased
associated with each site, rather than the two sites for release during the first five years of the DPD
combined resulting in piecemeal provision. For (2011-2016) with construction potentially starting
example off site junction improvements would need 2013-14 and completion by 2020.
to be carried out twice.
Planning framework
• Abbey Barn South may need to be phased for 16.3.2 Part of the required infrastructure provision
release earlier than evidenced by current housing would need to be provided directly rather than through
land supply, to ensure that the master plan can be a financial contribution.
delivered in a comprehensive way. Should the site
16.3.3 It is essential that key infrastructure is delivered
come forward at completion of Daws Hill, however,
in a timely manner and it is recognised that the
development would commence around 2020, a
justification for a comprehensive development of
similar time to what the current land supply situation
the sites is also justified by the greater potential to
indicates.
deliver infrastructure benefits. However, in the current
• The Council should prepare a Supplementary economic climate, financial contributions towards
Planning Document covering the entire master plan infrastructure provision may be challenging for some
area. The SPD would: developers. The Council may wish to consider applying
- Identify site boundaries; some flexibility towards the charging regime applied to
- Specify the mix of uses (and associated floorspace the early phases of development. For example, where
for non residential uses); possible the Council could request payment in kind or
- Apply the affordable housing and housing mix provision of land and premises for community facilities
policy to the sites; where cash payments may ordinarily be requested.
- Identify the specific infrastructure requirements Alternatively, if justified, the Council may allow some
and their relationship to the development in terms of deferral or phased payments of contributions towards
phasing, delivery and funding; infrastructure that is not required in advance of
- Set out the design principles for the development development.
including landscaping, accessibility, integration
16.3.4 Particular attention will need to be given to
and connectivity between the two sites and
the level of developer contribution sought from each
with surrounding areas, density and form of
of the developments to the provision of strategic
development;
off-site infrastructure. These impacts will need to be
- Provide further site specific guidance on
looked at in combination as the aggregate impacts of
developer contributions towards on-site and off site
a comprehensive development will result in a different
infrastructure.
package of proposed solutions for mitigation than
would be the outcome of assessing the impacts of
16.3 Developer contributions each site in isolation.
16.3.1 Wycombe District Council has an up to date
Developer Contributions SPD. The scope for collecting 16.4 Housing mix
developer contributions towards infrastructure
16.4.1 The Wycombe LDF Core Strategy Affordable
requirements generated by Daws Hill and Abbey Barn
Housing and Housing Mix Policy states that ‘New
(in accordance with the SPD) is summarised in Section
housing developments will be expected to provide for
18 of this report. Significantly, the Council is committed
a mix of dwelling size, type and tenure that meet the
to ensuring the SPD remains up to date so that
identified housing needs of the community, including a
contributions are collected and allocated in accordance
significant proportion of smaller dwellings’.
with identified need. Where this study has identified
infrastructure needs for which there may be no 16.4.2 The Buckinghamshire Strategic Housing Market
identified source of funding or mechanism for delivery, Assessment (SHMA) does not provide indications for
the Council may wish to consider a partial review of the mix of private dwellings by size or type. This will
the SPD on developer contributions to address this largely be determined by market demand. However,
deficiency.

the SHMA indicates that for Wycombe as a whole 31.4 16.5.2 Accordingly, it is proposed that to meet day
percent of households have dependent children while to day retail needs a sustainable urban extension
25 percent of immigrants to the town have dependent should provide 80% of its convenience and 15% of its
children. The indication is that there will remain comparison needs.
significant demand for family sized housing.
16.5.3 Accordingly, the retail component of the
16.4.3 Application of the LDF Affordable Housing and combined development should only aim to fulfil the
Housing Mix policy to the sites generates different needs of 1,000 to 1,100 new homes (range proposed
requirements for Daws Hill and Abbey Barn South. in Section 12) and also serve the existing 600 homes
The former, as a brownfield site, should provide 30% within walk/ cycle distance which have no alternative
of bedspaces as affordable housing, the latter (a local facilities. The table below shows the assumed
greenfield site) should provide 40%. The Council’s proportions of units sizes by bedroom numbers and the
tenure split is of 2/3 social rented and 1/3 shared average occupancy rate, based on Census data and
ownership/intermediate tenures. reported in the Developer Contributions SPD.
16.4.4 Affordable unit mix should be in accordance 16.5.4 Besides the residential development there
with WDC Developer Contributions SPD, namely for is also projected to be 25,000sqm of office space
social rented housing: which can accommodate around 1,250 employees.
The assumption is that 10% of convenience spend is
• 1 bed/ 2 person flat - 20%
undertaken at your place of work.
• 2 bed/ 4 person flat - 15%
16.5.5 Assuming residents of the development have
• 2 bed/ 4 person house - 15% the same earnings profile at residents of Wycombe as
• 3 bed/ 5 or 6 person house - 35% a whole, the projected retail spend for when the sites
are projected to be built out is indicated in Table 16.2.
• 4 or more bed/ 6-8 person house - 15% This is then translated into retail likely to be supported
• and for shared ownership homes: on site.
• 1 bed/ 2 person flat - 35% 16.5.6 The master plan includes only around 70%
of the calculated retail projections set out in Table
• 2 bed/ 4 person flat - 35% 16.2. This is to ensure that the development does not
• 2 bed/ 4 person house - 15% compete with other sequentially preferable locations,
including High Wycombe Town Centre and Flackwell
• 3 bed/ 5 or 6 person house - 15%
Heath District Centre.. For this same reason, no large
• 4 or more bed/ 6-8 person house - 0% convenience shopping unit is to be provided on site,
with a grocery store limited to basket shopping.
16.5 Retail provision 16.5.7 In addition, recent up to date retail projection
16.5.1 PPS6 requires retail provision to be subject to for the town as a whole (Nathanial Lichfield and
a sequential test, with town centre and edge of town Partners, 2009), show that there is very limited scope
centre sites being the priority locations. However, for additional convenience and comparison retail
policies elsewhere on sustainable urban extensions floorspace provision across the town in the short to
require that they provide an appropriate level of retail, medium term, and limited scope right up to 2026 in
leisure, social, cultural, community and health facilities terms of convenience floorspace.
that meet local needs but do not compete with the 16.5.8 Floorspace requirements are calculated by
town centre. average annual spend by retail type subdivided by
sales values per square metre of sale area.
Planning framework
Table 16.1: Residential population
DEVELOPMENT % 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%.

PART FOUR:
Delivery Framework
17.Phasing
17.1.1 The phasing of delivery of Daws Hill and Abbey market demand. Two options are proposed in the
Barn is critical to their successful implementation. following in order of priority:
The phased release that would support the delivery - Option 1 – High quality office development – in the
of the wider master plan objectives, and in particular region of 25,000 sq m, together with ancillary local
the timely delivery of infrastructure in parallel with shops, cafes/restaurants and creche facilities
development, is as follows: - Option 2 – as land for the possible long term
relocation of St Bernard’s and St Augustine’s
• Phase 1 (Years 1-6): Mixed Use Development at
Catholic Schools and development of the current
Daws Hill comprising:
school site for a mix of additional residential and
- 550 dwellings
business development.
- a mixed use neighbourhood centre, including a
community centre and a local primary school 17.1.2 It is considered that development will start in
the 2011-2016 period, with first completions likely to
• Phase 2a (Years 5-10) Residential Development
take place around 2013 (assuming outline planning
at Abbey Barn South
permission in 2011, detailed consents and site enabling
- 450 – 500 dwellings and extensive (formal and
works during 2011/ 2012).
informal) open space
17.1.3 The timing of Phase 2a is critical for the
• Phase 2b Non residential development at the far
integrity of the master plan and the delivery of the
eastern end of Abbey Barn South to comprise
wider objectives for the M40 Gateway. It will be
one of the following uses, subject to viability and
important that this phase is brought forward as Phase
Phasing
Abbey Barn South
1 concludes to ensure that the continued viability however, that employment is not left as a later phase,
of the public transport, education, social and retail and the Council may wish to consider how to secure
infrastructure provided as part of the first phase of the delivery of employment in policy terms. It is also
development is not undermined. essential that the timing of the development of a
strategic employment (office) allocation is not prejudicial
17.1.4 The timing of Phase 2b is largely dependent
to the bringing forward of town centre office allocations
upon the viability and deliverability of the options. This
and office allocations on more sustainable sites.
will be related to the demand for office space within
the High Wycombe area. Current market conditions 17.1.5 The recovery of the housing market will be
would not suggest that there will be sufficient demand essential to underpin the school relocation option,
in the short to medium terms to warrant an early which is necessary to provide the required funding.
release. However in the longer term as the economy This option would also be determined by the school’s
recovers the town would benefit from a strategic ability to raise its own finance to enable to move. This
employment allocation to improve its offer to the is likely to take a number of years.
market. The phasing of this release is difficult to predict
17.1.6 Abbey Barn North should be treated as a
and will probably emerge from future employment land
reserve site in the Delivery and Site Allocations DPD,
reviews to be undertaken by the Council. However,
to be brought forward if and when required. Its
it is unlikely that a commercial development scheme
relationship – in terms of the timing of its release – is
would be a viable proposition in isolation from the
not strongly dependent on the other two sites, with the
wider housing development and so is unlikely to come
only direct impacts being in relation to potential off site
forward in advance of Phase 2a. It will be important,
highway works on Abbey Barn Lane.
18.Infrastructure
phasing
18.1 Overview
18.1.1 The timing and phasing of infrastructure is undevelopable land on Abbey Barn South is utilised for
important to provide residents with the quality of life the provision of public open space to meet some of the
they expect, to help reduce unnecessary travel and to requirements associated with Daws Hill. Some open
build a community. space required to support development at Daws Hill
may need to be brought forward on Abbey Barn South
18.1.2 The infrastructure framework for the master plan
in advance of its release for development. Conversely,
is based on a shared provision of physical, social and
early provision of social and community infrastructure
green infrastructure across the Daws Hill and Abbey
including a primary school and community centre as
Barn Sites. This will be the most efficient and effective
part of the Daws Hill development will also meet the
way to provide high quality facilities to this area.
requirements associated with the Abbey Barn South
181.3 The alternative – a requirement for each site to development.
provide only for that infrastructure required to support
18.1.5 This complementarity and interdependency
the level of development it generates – fails to capitalise
between the two sites provides a strong argument
on the ability to secure added value from the synergies
for bringing forward the development of Abbey
between the two sites and the wider M40 Gateway
Barn South in advance of when its release may be
area, as outlined in Section 17.
triggered by housing land availability, provided all
18.1.4 The provision of green infrastructure is perhaps the necessary infrastructure is provided. Failure to
the most obvious example, whereby the large area of deliver the infrastructure undermines the case for
Infrastructure phasing
Marlow Hill
comprehensiveness. Conversely, a significant time requires a comprehensive assessment of the most

delay in the development of Abbey Barn South appropriate solutions against stated objectives. The
(after the completion of development of the Daws landowners and their development partners should
Hill site) would endanger the viability (even perhaps work in partnership with the planning and transport
the delivery) of the shared infrastructure (including authorities to determine the appropriate strategy and
the neighbourhood centre) on Daws Hill, as all are the appropriate apportionment of financial contributions
predicated upon a level of demand associated with the between parties.
development of both sites. Any uncertainty surrounding
18.1.7 The infrastructure delivery associated with the
the allocation and timing of release of Abbey Barn
Daws Hill and Abbey Barn (residential element only)
South could be used by the developer of Daws Hill to
development is indicated in Table 18.1 (excluding
argue for a reduced level of provision of infrastructure
transportation and utilities). The infrastructure
and by consequence a significant amendment to the
associated with the non-residential component of
form and layout of development.
Abbey Barn South cannot be determined until a
18.1.6 Transport infrastructure phasing has yet to be preferred land use option is agreed.
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

Table 18.1: Infrastructure Phasing
Phase 1 Phase 2
Public transport link to Coachway/ Park &
Extension of public transport service; rerouting of existing services; potential bus
Ride and contribution towards operational
terminus facilities.
costs during Phase 1.
Walking and cycling improvements to Daws
Hill Lane. Walking and cycling improvements to Abbey Barn Lane.
Link to town centre through Wycombe Abbey Link to woodlands and countryside.
School.
Transport Infrastructure requirements and

Transport Infrastructure requirements and phasing to be determined.
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: Parks:
• Neighbourhood Green (incl. LEAP). • Park within the Ride (7ha excluding playspace).
• Woodland Walk (partial). • Green Corridor.
• Wooded Open Space (incidental). • Woodland Walk.
0.29ha allotments (on Abbey Barn South). 0.24 ha Allotments.
0.9 ha Play Space (additional to 1.0 required by Daws Hill):
1 ha Play Space (additional to LEAP) to be • LEAP within Green Corridor.

provided on Abbey Barn South. • NEAP within Ride.
• MUGA within Ride.
Baseball pitch (refurbished to accommodate multiple use).

2 Large pitches for football and bund to
Bowling Green within Ride.
screen for motorway noise.
2 tennis courts within ride.
2 Tennis Courts (existing –refurbished).
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.
Infrastructure phasing
18.2 Infrastructure delivery
18.2.1 The necessary infrastructure will need to be 18.2.2 It is important to emphasise that the
delivered through a combination of service providers infrastructure requirements (particularly in relation to
and the developer. The exact mechanism for certain transport and highways) would not necessarily be
facilities will have to be agreed at the planning based on the financial contributions indicated in the
application stage, but the table below sets out who we Developer Contribution SPD. They should be primarily
anticipate would deliver different facilities. based on providing what it is identified as necessary to
mitigate the development’s impacts and provide a high
quality sustainable neighbourhood.
Table 18.2: Delivery of infrastructure

Developer contributions
Facility Delivery agencies Identified requirement or
Developers Guide, January 2009
Public Transport Bus Operators/ County Council/ Developer Yes
Highway Works, including public
transport link, walking and cycling, County Council/ Developer Yes
road infrastructure
Secondary healthcare Buckinghamshire Hospitals NHS Trust No
Yes – allowed for in SPD in areas of
Primary healthcare Buckinghamshire Primary Health Care Trust identified deficiency, though currently not
collected for
Developer to provide suitable land or
Pre-school Yes
property and private sector deliver service

19.Viability
19.1 Overview
19.1.1 It is recognised that viability can be a particular 19.2 Assessment of values
issue for development at the present time, including
19.2.1 The appraisals have been based on the
major development such as that envisaged in the
development quantities and transport and other
master plan. An initial viability assessment of the
infrastructure costs described in Sections 12-14 of the
recommended preferred option master plan was
report, with the exception of the following:
carried out to understand the financial viability of the
proposed development. This was based on current • Off-site highway infrastructure costs, because the
costs and values and residual development appraisal most appropriate solution is as yet undetermined
method. and three options have been put forward which
have a great variation in implementation cost;
19.1.2 While construction and infrastructure costs can
be estimated, no reliable assessment of land values • CHP plant marginal costs over and above
could be carried out, as no comparable evidence could conventional energy supply and heating installation,
be identified because of the market downturn and the as the operational model and phasing of the plant
nature and location of the sites. Similarly estimates of may result in no additional costs for the developer;
existing sales values can be made, this may not be a • Code of Sustainable Homes Level 5 and 6 additional
good guide to future sales values given current market costs, as today’s estimates of additional cost per
conditions. This has been only partially addressed by unit is extremely high and unlikely to reflect future
assuming a range of sales value increases during the costs.
course of the delivery period.
Viability
19.2.2 Where infrastructure is not to be provided 19.3.2 The land value of Daws Hill would need to take
directly, financial contributions have been calculated on account of the following issues:
the basis of the Developer Contributions SPD, or on
• The site is an identified brownfield site within
experience of similar contributions elsewhere.
the Delivery and Site Allocations DPD. The Core
19.2.3 On the basis of these assumptions, and using Strategy has a brownfield first approach. With
current market values for sale and current finance that in mind, a potential purchaser would see the
costs, both sites show positive residual values and a site as a potential short/medium term residential
medium level of surplus. development opportunity.
• Although the site is an identified brownfield site at
19.3 Land values the edge of the urban area with a strong likelihood
19.3.1 In this market condition and given the specific of achieving planning permission, there is no
nature and location of the sites, an estimation of the permission currently in place. There is always a risk,
level at which the sites might transact at in the open where planning permission has not been granted,
market is a highly subjective task, which is likely to that permission might not be granted, or might be
result in a broad range of possible values potentially granted for a lower value use/scheme. There will be
being negotiated between current use value and hope a time period before permission is granted.
value for the sites. The current freeholders will have
their own views as to the planning prospects and the
ultimate value of their land.

• Clearance costs are not likely to be significant. • The site has poor transport accessibility, located
However, the Daws Hill site includes a small Air in an area affected by congestion and poorly
Quality Management Area and Category A wooded served by public transport. Open space and
areas to be retained. Category B trees will also social infrastructure are also locally deficient. .
reduce the efficiency of the development, even on Infrastructure requirements for the development
the assumption that incoming purchasers would to secure satisfactory levels of provision to make
seek to ‘design optimise’ the site to incorporate development acceptable are likely to be significant,
these trees within the open space/ gardens/ impacting on land values and making comparisons
recreational facilities. with other sites difficult.
• The site has poor tansport accessibility, located in • Because of the poor infrastructure at this location,
an area affected by congestion and poorly served there is a high risk that the better located competing
by public transport. At present it has a single residential development sites in High Wycombe
access point. Open space and social infrastructure might be brought forward ahead of Abbey Barn
are also locally deficient. Infrastructure requirements South, unless synergies with Daws Hill and a
for the development to secure satisfactory levels comprehensive infrastructure package is achieved
of provision to make development acceptable are by the development.
likely to be significant, impacting on land values and
19.3.4 Because of the higher planning risk and general
making comparisons with other sites difficult.
uncertainty, it is likely that land values at Abbey Barn
• Because of the poor infrastructure at this location, South would be lower than Daws Hill. On the other
there is a risk that the better located competing hand, the existing tree cover and characteristics of the
residential development sites in High Wycombe Daws Hill site may make development less efficient
might be brought forward before the Daws Hill site, and reduce the development values, particularly if no
unless the deficiencies can be redressed. advantage is taken of possible infrastructure synergies
between the two sites (see Sections 17 and 18).
19.3.3 Abbey Barn South land values would need to
take account of:
19.4 Sensitivity and Options
• Abbey Barn South is a greenfield site that has
been identified, in the Core Strategy, as one 19.4.1 A sensitivity analysis has been carried out on
of five greenfield sites to be reserved for future the appraisal outcomes. The key variables that have
development. The latest assessment of housing been tested are:
land supply indicates that greenfield sites are • Residential sales values;
unlikely to be required before 2019.
• Build costs;
• There is considerable risk associated with achieving
• Development densities;
planning permission on a greenfield site. However,
the Core Strategy and publication of this Framework • Affordable housing and the impact of grant funding;
suggests that there is a reasonable chance of future
• Off site highway infrastructure costs/ contributions;
development potential.
• Potential cost of sustainability measures.
• The Abbey Barn South site includes the Woodland
Ride and woodland buffer areas which are not
developable.
Viability
19.4.2 The sensitivity analysis provides an 19.5 Conclusions
understanding of how changes in market conditions
and development characteristics could impact upon 19.5.1 The viability study highlights the following:
the scheme’s viability and the potential for the scheme • In current market condition it is difficult to ascertain
to deliver further infrastructure contributions through the value of both the land and of development, and
any potential surplus. market-standard methods of assessment (based on
19.4.3 By way of example a 20% increase in sales current costs and values) become subjective and
values combined with a 10% increase in construction unreliable. This is particularly the case for a major
costs could increase the appraisal outcomes by development phased over at least a 10 year period;
around 50%. A 20% increase in residential sales • Nevertheless both sites show a positive outcome,
values combined with a 20% increase in development based on the parameters of this framework;
density produces an appraisal outcome which is more
• Sensitivity testing of options and design/ value
than double. Grant funding of the affordable housing
variables indicate a great variation of appraisal
component could also increase the baseline appraisal
outcomes.
outcome by 40-50%.
19.5.2 In the current market, lower sales values, site
19.4.4 A variety of other external funding sources
specific constraints including proposed and potential
should also be investigated including funding
infrastructure and sustainability measures have a
for transport initiatives including national funding
significant impact on residual values. However, given
initiatives, Regional Funding Advice and local funding
the timescales involved in the development of these
programmes.
sites, expected market improvement within this time
19.4.5 Other additional costs (off-site infrastructure, period, and other potential means of improving the
CHP and higher Code Levels) have been assessed value of the development, delivery of these sites should
as a broad range because solutions are as yet be achievable in the medium to longer term.
undetermined. These are set out in Appendix 3. It is
19.5.3 This framework provides guidance and
recommended that, at the time of development, an
direction for future ‘open book’ discussions between
‘open book’ discussion is initiated between developers
the Council and 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.

PART FIVE:
Design guidance
20.1 Development typology and design
guidance
20.1.1 The proposed master plan framework as set Residential development
out in section 12 provides the basis to take forward
development of the Daws Hill and Abbey Barn South Medium-low density (30-45 dph)
area to a more detailed stage. The overall intention 20.1.2 This is the prevalent development type for
of the master plan is to secure development that both Daws Hill and Abbey Barn. It will be delivered
provides a new neighbourhood at the edge of the High through a mix of detached, semi detached and
Wycombe central area, informed in scale and nature by terraced development. This development type should
the existing green infrastructure and mature landscape. be designed to Building for Life Silver Standard as a
This section of the report provides initial guidance minimum. 30% of properties to adopt Lifetime Building
to help realise this. It sets out guidance on typology standards.
requirements and the nature of design envisaged to • Prevalent height to be two storeys. Occasional three
help developers realise the master plan. The Council storey units to be located to accentuate important
may want to take this further in detailed discussions or corners and provide variety.
guidance at a later stage.
• 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.
Design guidance

Medium density (50-60 dph)
20.1.3 This development type is located at the site • No exposed driveways to occupy the main frontage
entrances, near the neighbourhood centre and the of the house. Parking to be accommodated in a
spine. Additional density, driven by urban design combination of on street, on and off plot and well
and architectural objectives of appropriate scale and integrated with the development layout. Individual
framing in relation to streets, squares and gateway parking courts to be limited to a maximum of 10
locations, should be primarily delivered through this spaces.
type, through a mix of townhouses and terraced • Provision of secure cycle storage and space for
development. Medium density housing should waste bins taking account of reasonable space for
designed to Building for Life Silver Standard as a recycling within building curtilage.
minimum. 30% of properties to adopt Lifetime Building
standards. • Built form and materials should be contemporary
• Typical height to be three storeys.
• Architectural elements, such as such as
• Site layout to accentuate important corners and the fenestration, roofs and chimneys, boundary
spine. treatment (such as railing and low walls), should be
• All buildings to present their principal frontage on coherent with local setting and built types.
the main street adjacent to the plot and create an • Articulated and well proportioned elevations.
• Well proportioned garden sizes.
• 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.
Design guidance

Apartments (60-75 dph)
20.1.4 This development type is not to be present • Architectural elements, such as fenestration, roofs
in significant quantities as part of this development and chimneys should be coherent with local setting
and is only located at the site entrances, near the and built types.
neighbourhood centre and the spine. Apartments • All flat roofs to be planted using green roof
should be designed to Building for Life Silver Standard technologies
as a minimum. 30% of properties to adopt Lifetime
Building standards. • Articulated and well proportioned elevations.
20.1.5 Apartment building included in the Ride to be of • Each apartment to have private amenity space and
exceptional quality. access to multi-functional communal amenity space.
• 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).
recycling.
Design guidance

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.
recycling.
• Architectural elements, such as fenestration, front
space, roofs and chimneys should be coherent with
local setting and built types.
• All flat roofs to be planted using green roof
technologies
Design guidance

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.
recycling.
• Architectural elements, such as fenestration, front
space, roofs and chimneys should be coherent with
local setting and built types.
• All flat roofs to be planted using green roof
technologies
Design guidance

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.
Design guidance

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.
Design guidance

Colin Buchanan
10 Eastbourne Terrace
London W2 6LG
T 020 7053 1300
F 020 7053 1301

Daws Hill & Abbey Barn Planning and Infrastructure Framework

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Daws Hill & Abbey Barn Planning and Infrastructure Framework

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Wycombe District Council

Prepared by: Approved by:

Martina Juvara John Pounder

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

Part One: Setting the Background

Part Two: Option Development

Part Three: Planning and Infrastructure Framework

Part Four: Delivery Framework

Part five: Design guidance

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1.4 Scope of the report

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Daws Hill • Deansgarden Wood is designated as a Local

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• 800 (40pa) – Rest of the District. Infrastructure

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Table 3.2: Top 20 work locations, by District, for

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Primary Health Care

Emergency Health Care

Fire And Rescue

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Children’s play areas

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

Water Supply And Sanitation

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Public and stakeholders’ consultation

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Option 1 – Brownfield housing-led development

Other M40 Gateway related developments

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Other M40 Gateway related developments

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Other M40 Gateway related developments

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

Park and playing field comprehensively designed. Associated residential.

Other M40 Gateway related developments

Approximate development quantities

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High frequency public transport.

Other M40 Gateway related developments

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

Other M40 Gateway related developments

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Colin Buchanan Wycombe District Council August 2009