Wycombe - Chapter 6

Introduction

6.01 This chapter comprises land use policies for the broad development and use of the District’s three main town centres: High Wycombe, Marlow and Princes Risborough. Town centre functions are varied, combining retailing, business, services and facilities, leisure and recreational opportunities, housing, community uses, parking and transport requirements.

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Policy Framework

National Policy

6.02 Guidance on town centres is contained in Planning Policy Guidance Note 6: Town Centres and Retail Development (PPG6, June 1996) This places an emphasis on: ? Promotion of mixed use development and retention of key town centre functions. ? Use of coherent town centre parking strategy to support urban vitality. ? Promotion of town centre management and good urban design.

Strategic Policy

6.03 The Buckinghamshire County Structure Plan 1991-2011 sets out a framework in the following policies: S2 – defines the hierarchy of the various retailing centres in the District. High Wycombe is defined as a sub-regional centre and Princes Risborough and Marlow as district centres. TC1 – seeks to maintain and strengthen the vitality and viability of town centres and encourage diversification of town centre functions, including the introduction of new residential accommodation, where this would not result in the loss of viable retail uses. TC2 – defines how new development proposals in town centres should be assessed in relation to their impact on the centre as a whole, including: effect on the highway network; contribution to diversification of town centre functions; contribution to physical enhancement of the town centre; degree to which accessibility will be improved through the encouragement of public transport; effect upon the vitality and viability of the centre.

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Trends & Issues

6.04 The success of the District’s town centres is recognised as central to the economic and social continuity of the communities which surround them. To secure their future vitality and viability, land use policy must allow for sustainable growth, meeting the varied needs of the public. This chapter sets out the broad objectives for the town centres and where appropriate specific land use designations.

6.05 Through land use policies, the Local Plan seeks to identify and support the central areas which are the focus for commercial, social, civic and cultural activities. Consistent with national guidance and the Structure Plan, the three main town centres in the District have specific roles relevant to their size, location and land use. Within South Buckinghamshire, High Wycombe is recognised as being of sub-regional importance, serving both the local population of the town and the wider catchment. Marlow and Princes Risborough are identified as district centres, fulfilling a local retail and business function relevant to each community (refer to the Proposals Map).

6.06 Each centre is the focus for many of the activities and functions which create a cohesive and vital living environment, capable of meeting our daily needs and wider requirements. The District’s main towns are part of our heritage, and securing their continued health will foster civic pride and local identity. The smaller local areas of Bourne End, Flackwell Heath, Hazlemere, Lane End, Stokenchurch and Wooburn Green also contribute to the needs of our community. To be sustainable, the town centres must be supported through Local Plan policies, public and private sector partnership, and a positive town centre management strategy.

6.07 Town centres must reflect a range of uses, not only shopping but leisure, recreation, residential, business and community activities, all of which can reinforce each other making town centres more attractive to local residents, shoppers and visitors.

6.08 Successful Local Plan policies will bring together complementary development opportunities and land uses to safeguard and strengthen town centres, encouraging linked trips and greater scope to use means of transport other than the car.

6.09 The encouragement of residential accommo- dation in town centres is an important means of securing their long-term health and success. This will help address the demand for new houses, and will provide accommodation suited to town centres, particularly to single households, unlikely to depend upon the private car. People living in town centres will help to create a more diverse community.

6.10 Within the Town Centres chapter, specific policies reflect the individuality and role of each centre. The guiding principle running consistently through these policies is the recognition of the town centres as the focus for retail, commercial, leisure, residential, civic and cultural activities, supported by an integrated public transport strategy which reduces dependence on the car.

6.11 A study of each of the town centres, including an interpretation of retail needs, transport issues and environmental enhancement opportunities has been carried out in order to assist in planning for the town centres. The recommendations of the town centre studies have been subject to public consultation and the results have helped shape town centre policies. The main themes that emerge from the studies are as follows:

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Town Centre Management

6.14 The District Council has established Town Centre Management initiatives for each of the main town centres in partnership with local organisations in accordance with Best Practice and PPG6.

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General Town Centres Policy

6.15 For the purposes of this chapter the term ‘Town Centre’ is used generally to cover town and traditional suburban centres, which provide a broad range of facilities and services and which fulfil a function as a focus for both the community and for public transport. Future development proposals within or surrounding a town centre will be assessed in relation to their proximity to the primary and secondary shopping frontage zones as defined on the Proposals Map.

6.16 Development in the town centres should protect and reinforce character through the careful interpretation of their unique characteristics and in the design of buildings and spaces. Gateway developments, features at principal points of access and works of public art are to be encouraged. Whilst most development should seek to improve the environmental quality of the town centres, there may be certain circumstances, for example due to the scale or impact of the development, where it is appropriate for that development to contribute to wider environmental improvements.

6.17 Recent Government policy and studies have emphasised the contribution of “urban renaissance” towards achieving sustainable development and a better quality of environment. Because town centres provide a key focus for commercial and community activity, it is important that when development takes place the opportunity presented is maximised whilst also achieving high quality urban design. The Council also wishes to guard against an under-use of town centre land.

POLICY TC1

1. ALL PROPOSALS FOR MAJOR DEVELOPMENT WITHIN THE TOWN CENTRES MUST:

a. PROTECT AND REINFORCE THE DISTINCT CHARACTER AND HERITAGE OF EACH CENTRE, INCLUDING WHERE APPROPRIATE PUBLIC ART;

b. IMPROVE PEDESTRIAN AND CYCLE MOVEMENT AND ACCESS TO PUBLIC TRANSPORT ACROSS AND WITHIN TOWN CENTRES;

c. SEEK TO ACHIEVE OR CONTRIBUTE WHERE APPROPRIATE TOWARDS ENVIRONMENTAL IMPROVEMENTS FOR EACH CENTRE INCLUDING THOSE IDENTIFIED THROUGH THE TOWN CENTRE STUDIES; AND

d. MAXIMISE THE DENSITY AND DEVELOPMENT OPPORTUNITY PRESENTED BY SITES WHILST ACHIEVING HIGH QUALITY URBAN DESIGN.

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HIGH WYCOMBE TOWN CENTRE

6.18 High Wycombe Town Centre is a sub-regional centre serving as the main retail, leisure and civic centre for the District as a whole. Studies show that there is an unmet demand for additional retail floor space which will maintain the role of the town centre and will help to reduce the number of car journeys. The Council wishes to address this trend primarily through the redevelopment of the Western Sector.

6.19 Findings of the Town Centre Study confirmed the changing approach to transport. To complement the Wycombe Transportation Strategy, Local Plan policies must focus on promoting public transport, cycling and walking, limiting congestion and reducing undesirable economic and environmental impacts. Policies in the Transport Chapter reflect these specific challenges and together with the Town Centre policies, create a framework for development (see Policy T1). Policies relating to car parking for the town centre are set within the Transport Chapter.

6.20 With an expanding retail attraction High Wycombe has potential to continue to serve its sub-region. To this end the District Council will seek to support the existing town centre with an integrated commercial, residential, leisure and cultural expansion of the town centre primarily through the Western Sector.

6.21 The future success of High Wycombe town centre will depend upon increasing the range of shops and services, improving its image, attraction and environment, and promoting an integrated transport strategy.

6.22 The town’s historic core, designated as a Conservation Area (Policies HE6-HE16), provides an attractive shopping environment. Following the success of the town centre enhancement scheme and the pedestrian priority, it is the District Council’s aim to build on the strengths of the town centre and continue its regeneration.

6.23 The overall aim is to secure the economic, social and environmental success of the town centre, and to enhance its image and identity, maximising the positive benefits of the Western Sector Development. Any future proposals must achieve pedestrian and vehicular integration with the existing centre.

6.24 Critical to the success of integration of the Western Sector is the design of convenient access for pedestrians and those using public transport, cycling and walking, balanced against those who will still access the town by car. Development of the Western Sector, although the single most significant catalyst to achieving the major improvements to the town centre facilities and functioning, will need to be complemented by other improvements across the town.

6.25 The proposals for the Railway Station and its integration within the town centre will provide much needed changes, improving the Eastern end of the town and a key gateway.

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Western Sector

6.26 Planning permission has been granted for a mixed-use development for the area of the town centre bounded by Desborough Road, Brook Street and the A40 totalling about 8Ha. Much of the site is within the District Council’s ownership. In furthering its strategic objectives for the town centre, the District Council wishes to realise the opportunities afforded by the redevelopment of this important part of the town centre providing retail, leisure, community and housing opportunities, improving the environment, as well as contributing to the vitality of the town as a whole and the implementation of key elements of the transport strategy.

6.27 The District Council will promote the Western Sector development in partnership with a developer, where possible in conjunction with other land owners, and/or by means of compulsory purchase.

6.28 Presently, the town centre lacks a department store and a range of medium and large sized units necessary to meet the needs of High Wycombe’s catchment area. Currently, it is expected that the development of the Western Sector should satisfy the emerging consumer demand for comparison shopping in High Wycombe up to 2006. Given the potential of this area, the aim should be to provide new facilities which broaden the range and quality of facilities within High Wycombe Town Centre. A replacement food store not exceeding the existing convenience floorspace within the town centre is an important qualitative feature which would appropriately be incorporated within the Western Sector. The comprehensive development of the Western Sector will underpin the long-term future of High Wycombe, creating a vibrant and exciting place to shop, work and live.

6.29 Development proposals will be required to provide transport improvements necessary to facilitate the development, in line with transport policies and the Wycombe Transportation Strategy. Where appropriate a developer contribution will be required towards the Wycombe Transportation Strategy and environmental improvement works to help integrate the development into its surroundings. As part of any development proposals, a Bus Passenger Interchange conveniently located within the site shall be provided, along with a taxi rank, service areas, appropriate car parking provision, cycle routes and parking, shopmobility scheme and pedestrian priority linkages.

POLICY HW1

1. WITHIN THE AREA IDENTIFIED ON THE PROPOSALS MAP, THE COUNCIL WILL SEEK A COMPREHENSIVE DEVELOPMENT SCHEME TO EXTEND AND COMPLEMENT THE EXISTING TOWN CENTRE TO ENABLE IT TO FULFIL ITS POTENTIAL AS A SUB- REGIONAL CENTRE. THE SITE SHALL INCORPORATE A BROAD RANGE OF RETAIL, LEISURE, COMMUNITY AND RESIDENTIAL USES, TOGETHER WITH;

a. THE PROVISION OF A NEW BUS INTERCHANGE TO MEET MODERN REQUIREMENTS TOGETHER WITH ASSOCIATED TAXI AND CYCLE FACILITIES (POLICY T1);

b. HIGHWAY WORKS, PUBLIC CAR PARKING, CYCLE PARKING, CYCLE ROUTES AND PEDESTRIAN LINKAGES TO INTEGRATE THE DEVELOPMENT INTO THE SURROUNDING AREA (POLICY T1);

c. A HIGH STANDARD OF HARD AND SOFT LANDSCAPING, INCORPORATING CIVIC OPEN SPACE(S) AND INCLUDING WHERE POSSIBLE THE OPENING OF THE RIVER WYE TO CREATE AN ATTRACTIVE RIVER ENVIRONMENT (POLICIES G10, H20 AND L5);

d. PROVISION OF A PUBLIC LIBRARY, COMMUNITY USES AND ASSOCIATED INFORMATION FACILITIES FOR THE WIDESPREAD BENEFIT OF THE RESIDENTS AND VISITORS TO THE DISTRICT (POLICY CF1); AND

e. PROVISION OF AN ELEMENT OF RESIDENTIAL ACCOMMODATION.

2. DEVELOPMENT MUST ALSO ACHIEVE A HIGH STANDARD OF CIVIC QUALITY, ACTIVITY AND VISUAL INTEREST BOTH IN TERMS OF BUILDING DESIGN, OUTDOOR CIVIC SPACE AND AREAS OF PUBLIC ACTIVITY. BUILDINGS OF LANDMARK QUALITY IN APPROPRIATE LOCATIONS WILL BE REQUIRED AS PART OF ANY DEVELOPMENT PROPOSALS.

6.30 The relocation of the bus station should secure a fully integrated public transport interchange with the development of a separate bus garaging/maintenance depot outside the Western Sector. The District Council considers that the development of a high quality, modern bus station together with associated taxi and cycle provision, will help to stimulate greater use of the public transport network and consequently help to reduce traffic congestion in the town. The relocation of the bus maintenance and overnight parking facilities from their current location should be phased in order to minimise any disruption to service.

6.31 The District Council wishes to encourage a high standard of design and landscaping in all new developments, and the town centre is particularly important in this respect. Where feasible, opportunities to re-open the River Wye or create water features will be required. Buildings should be designed to a very high standard incorporating attractive use of materials and imaginative hard and soft landscaping. Civic spaces and public areas will need to reinforce pedestrian linkages and accessibility. Attention to the design of roof-scapes will be an important feature of a successful development as there are numerous views of this aspect from the adjoining Abbey Way fly-over and the hills surrounding the town centre. All development proposals must include any highway works required to facilitate the development. Car parking will be required in accordance with the District Council’s adopted standards, unless otherwise stated. The District Council will require an independent highway impact assessment to be submitted with any development scheme.

6.32 The relocation of the High Wycombe Library to the Western Sector would provide the opportunity to create a modern, purpose built and well-located facility close to public car parking and public transport facilities. The town’s present library is limited in size with no space to expand to provide a wider range and quality of services. It is envisaged that this element of the scheme will incorporate a community facility and information point of wider benefit to the area.

6.33 A range of commercial leisure uses, restaurants, cafes, street retailers and nightclubs will be encouraged to increase the attraction of this part of the town centre. Throughout the day and evening, measures to ensure public safety and confidence should form an important part of any development proposal.

6.34 Opportunities for residential accommodation will be encouraged to bring greater activity to the town centre. It is recognised that often those wishing to live in the town will not require gardens, car parking and other amenities normally expected of residential development. Where appropriate, the District Council will accept a flexible approach to proposals for housing and improvements to public transport facilities elsewhere in the town centre.

6.35 Following development of the Western Sector for the uses referred to above, Policy S1 shall apply in relation to any subsequent development proposals or changes of use.

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Brook Street/Bridge Street

6.36 In 1995 the development of ‘car free’ 400 bed halls of residence for Buckinghamshire College students took place, which has now been built. The remainder of this area has a mix of uses, businesses and retail premises.

6.37 With the development of the Western Sector, the opportunities for this area will increase. The retention and development of retail or other ‘A’ Class uses in accordance with Policy S4 on the Bridge Street frontage is desirable. With the exception of those properties subject to a road improvement line, retention of the frontage buildings is acceptable, as is their redevelopment. Development should comple- ment the overall objectives for the Western Sector and the Council will seek a high standard of design with a landmark building at the junction of Bridge Street and Oxford Road due to the site’s prominent position.

6.38 High-density residential development at the rear of the site with minimal car parking provision would complement the existing student accommodation. Whilst the District Council would prefer a comprehensive scheme for the site, individual proposals may be acceptable provided they do not frustrate the overall objectives of the policy.

POLICY HW2

1. FRONTAGE DEVELOPMENT OF THIS AREA AS DEFINED ON THE PROPOSALS MAP SHOULD BE FOR EITHER OFFICE AND/OR RETAIL PURPOSES, WITH THE REAR OF THE SITE SUITABLE FOR BEING DEVELOPED FOR HIGH DENSITY RESIDENTIAL USE OR OFFICE PURPOSES.

2. REAR SERVICING TO PROPERTIES FRONTING OXFORD ROAD SHOULD BE PROVIDED AS PART OF ANY DEVELOPMENT OF THE SITE.

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~~West End Road/Desborough Road~~

6.39 The West End Road area is of poor environmental quality, dominated by industrial uses, some of which no longer fully utilise the site potential. The site lends itself to a high- density scheme of development maximising this brown field site, possibly including conversion of the better buildings. It is envisaged that any retail development would be of a scale and type which bolsters the role of this area as a local District Centre.

~~POLICY HW3~~

~~1. THE SITE AS DEFINED ON THE PROPOSALS MAP SHALL COMPRISE EITHER RETAIL, OFFICE, RESIDENTIAL DEVELOPMENT OR A MIXTURE OF THESE USES APPROPRIATE TO ITS ROLE AS A LOCAL DISTRICT CENTRE.~~

2. A LOCAL DISTRICT CENTRE DEVELOPMENT SHOULD PROVIDE A LAYOUT THAT MAKES BEST USE OF THE LAND AVAILABLE BY HAVING A FLEXIBLE APPROACH TO PRIVATE AMENITY SPACE STANDARDS, ONSITE CAR PARKING IN ACCORDANCE WITH APPENDIX 9, AND WHERE POSSIBLE REUSING FORMER INDUSTRIAL PREMISES.

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Dovecot/Oxford Road

6.40 The opportunity to redevelop this part of the town centre should reflect and seek to maximise the integration of the existing Sainsbury’s Food Store with the town centre. The District Council wishes to support the primary role of the existing food store in Dovecot Road as the main retail anchor on this site but acknowledges the potential to reformat the store as part of a comprehensive development. With the importance of Dovecot Car park to the Western Sector the existing level of public car parking must be retained.

6.41 The District Council requires the retention of a secondary shopping frontage zone along the Oxford Road which currently comprises a range of smaller scale units providing a variety of uses in accordance with its location. Subject to the provision of satisfactory rear servicing arrangements and a high standard of design, a comprehensive approach to this area would be welcomed. Where individual proposals are brought forward for the site, which do not comprise the comprehensive site area, these will only be permitted where they do not frustrate the overall objectives of the policy and would not prejudice the redevelopment of the remainder of the site.

6.42 The achievement of strong pedestrian links particularly to the Western Sector will be required in order to ensure the proper integration of the site with the town centre.

POLICY HW4

1. THE SITE, AS DEFINED ON THE PROPOSALS MAP, IS ALLOCATED FOR MIXED USE DEVELOPMENT PRIMARILY FOR FOOD RETAIL AND PUBLIC CAR PARKING. OTHER ACCEPTABLE USES INCLUDE RETAIL, OFFICE AND LEISURE. REDEVELOPMENT PROPOSALS SHOULD:

a. COMPLEMENT THE WESTERN SECTOR AND DISPLAY A HIGH STANDARD OF DESIGN;

b. MAINTAIN A VIABLE SECONDARY SHOPPING FRONTAGE ZONE TO OXFORD ROAD IN ACCORDANCE WITH POLICY S4;

c. ENSURE STRONG PEDESTRIAN LINKAGES TO THE WESTERN SECTOR SITE (POLICY HW1); AND

d. PROVIDE ONSITE CAR PARKING IN ACCORDANCE WITH APPENDIX 9.

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Lily’s Walk/Rutland Street/Suffield Road (Former Gas Works)

6.43 This is an area of steeply sloping land approximately 1.3 hectares comprising two gas storage tanks, offices and ancillary buildings bounded by Suffield Road, Rutland Street and Lily’s Walk. A road improvement line runs along its western boundary with its principal access onto Lily’s Walk. The site represents an under- utilised area close to the Western Sector.

6.44 It is important that best use is made of this important edge-of-centre site which has the scope to accommodate a range of town centre uses, and thus support the viability of the core town centre.

6.45 One of the range of uses that the site may accommodate is retail warehousing, and an allocation to meet some of the projected demand is therefore proposed. The scale of provision will need to have regard to the scope existing at the appropriate time for this form of retailing in the light of other proposals which may obtain planning permission, and to a satisfactory assessment of anticipated impact on High Wycombe town centre: in accordance with Policy S1, proposals must not have an adverse impact on the vitality and viability and retail function of the town centre.

6.46 The specific location of the site provides the opportunity to create interesting built frontages to Desborough Road/Lily’s Walk and will also need to respect the residential amenities of the surrounding area.

6.47 Due to the high water table, it is anticipated that extensive ground contamination investigation will be required in advance of any development. Remedial measures will be in accordance with the requirements of the Environment Agency. As such, any proposal should be supported by a full site contamination assessment.

6.48 Having regard to the proximity of the site to the town centre and the potential increase in vehicle movements, development proposals will need to demonstrate compatibility with the prevailing highway network. Proposals should be supported by a traffic impact assessment.

POLICY HW5

1. THE SITE AS DEFINED ON THE PROPOSALS MAP IS ALLOCATED FOR MIXED-USE DEVELOPMENT WHICH MAY INCLUDE LEISURE, RESIDENTIAL AND RETAIL WAREHOUSING USES (RESTRICTED TO THE SALE OF BULKY GOODS). REDEVELOPMENT PROPOSALS SHOULD:

a. COMPLEMENT THE WESTERN SECTOR AND WIDER RETAIL STRATEGY OF THE PLAN;

b. DISPLAY A HIGH STANDARD OF DESIGN;

c. CREATE ACTIVE BUILT FRONTAGES TO DESBOROUGH ROAD/LILY’S WALK AND SUFFIELD ROAD;

d. RESPECT THE AMENITIES, SCALE AND CHARACTER OF BUILDINGS SURROUNDING THE SITE, IN PARTICULAR NEARBY RESIDENTIAL PROPERTIES;

e. AMELIORATE THE CONTAMINATION WHICH AFFECTS THE SITE, TO THE SATISFACTION OF THE ENVIRONMENT AGENCY, IN ACCORDANCE WITH POLICY G18; AND

f. TAKE ACCOUNT OF THE PLANNED ROAD IMPROVEMENTS BETWEEN SUFFIELD ROAD AND DESBOROUGH ROAD (SEE APPENDIX 10).

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~~Pedestrian Priority Area~~

6.49 The recent completion of the enhancement of High Street and Church Street demonstrates the benefits of increasing pedestrian priority reinforced by improvements to the streetscape. Although as a result of servicing constraints, full pedestrianisation was not possible, the benefits to the pedestrian are significant. It is recognised that the requirements of servicing and access by public service vehicles would suggest that future pedestrian priority areas are unlikely to be entirely traffic free. The activity created by vehicular use in the evenings assists with the vitality of the town once the business day is over, but it is controlled in a way that retains a quality pedestrian environment.

~~POLICY HW6~~

~~1. IN THE PEDESTRIAN PRIORITY AREA SHOWN ON THE PROPOSALS MAP, THE DISTRICT COUNCIL WILL SUPPORT PROPOSALS WHICH ENHANCE PEDESTRIAN ACCESS AND WILL NOT GRANT CONSENT FOR PROPOSALS WHICH:~~

~~a. PREJUDICE PEDESTRIAN PRIORITY;~~

~~b. INCREASE VEHICULAR MOVEMENTS THROUGH THE AREA; AND/OR~~

~~c. FAIL TO CONTRIBUTE TO PHYSICAL STREETSCAPE IMPROVEMENTS.~~

6.50 ~~The District Council will continue to support the County Council in its efforts to promote further Traffic Orders extending pedestrian priority.~~

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Frogmoor/Oxford Street

6.51 With the development of the Western Sector, it will be important to maximise the role of Frogmoor, linking the historic High Street and Church Street areas to the civic square in the Western Sector. Frogmoor will become a vital public transport interchange, pedestrian link and valuable public space between the two areas. In acknowledging the identified future potential of the Frogmoor area as a food and drink focus for cafes and bistros, the authority’s policy approach to primary shopping frontage zones as set out in Policy S3 will be relaxed to allow A3 uses to be located on adjoining sites.

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Railway Station

6.52 The key objective for the railway station area is to ensure the comprehensive redevelopment or refurbishment of the station and its environs to create a high quality, safe and convenient transport interchange, which operates as part of the town centre. A central feature to achieve the quality bus/rail interchange is the inclusion of dedicated busway to the former Bourne End- High Wycombe rail line, across the site. The civic function and the significance of the area as a gateway to the town centre should be reflected in the design of the buildings and the interchange area. Solutions for the site should maximise the opportunity to provide sustainable development that minimises the use of the private car.

6.53 Following public consultation a development brief has been approved as supplementary planning guidance for the redevelopment of High Wycombe Railway Station reflecting the above objectives. The brief was prepared in conjunction with the rail operators, their development partners and the County Council. The brief deals with the complex relationship between the various elements of the redevelopment described below, and gives guidance on the qualitative requirements for the redevelopment.

POLICY HW7

1. THE SITE, AS DEFINED ON THE PROPOSALS MAP, SHOULD BE COMPREHENSIVELY REDEVELOPED TO INCLUDE:

a. IMPROVED RAILWAY AND BUS PASSENGER FACILITIES IN A NEW OR EXTENDED STATION BUILDING;

b. INTEGRATED PUBLIC TRANSPORT INTERCHANGE PROVIDING FOR SAFE AND EASY TRANSFER BETWEEN RAIL, BUS, CAR, TAXI AND CYCLE TRAVEL MODES;

c. FOOTPATH AND CYCLEWAY ACCESS POINTS AND CONNECTIONS FROM ALL DIRECTIONS, INCLUDING IMPROVEMENTS TO BIRDCAGE WALK;

d. A BUS-ONLY LINK THROUGH THE SITE TO LINK CRENDON STREET WITH THE FORMER HIGH WYCOMBE-BOURNE END BRANCH RAILWAY (POLICIES T9-T10)

e. USE CLASS B1 OFFICE DEVELOPMENT ON THE EXISTING CAR PARK SITE; AND

f. CAR PARKING FOR FUTURE RAIL USERS AND THE OPERATIONAL NEEDS OF THE NEW DEVELOPMENT TO BE ASSESSED ON THE BASIS OF UNIFORM CONTROL OF ALL SUCH PROVISION WITHIN THE HW7 POLICY ALLOCATION.

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Swan Frontage

6.54 The Town Centre Study completed in March 1997 recognised the potential for major forecourt improvements to the Swan Theatre, the current entrance to the Theatre being poorly defined. Although an essential service, the Fire Station sited on the frontage of the Gyratory gives a poor impression of the gateway to the Town from Marlow Hill. Little is made of the River Wye that runs to the back of the Fire Station.

6.55 Although there are currently no firm proposals for the relocation of the Fire Station, the District Council will seek to enhance the appearance of this key site at the entry to the town centre and in so doing provide an appropriate foreground and setting for the Swan Theatre.

POLICY HW8

1. THE DISTRICT COUNCIL WILL SUPPORT PROPOSALS THAT IMPROVE THE APPEARANCE OF THIS PROMINENT SITE AND WOULD SUPPORT IMPROVEMENTS TO THE THEATRE FORECOURT AREA AS REDEVELOPMENT PROPOSALS ALLOW.

2. PROPOSALS THAT WOULD FURTHER REDUCE OPPORTUNITIES FOR COMPREHENSIVE IMPROVEMENT TO THE THEATRE FORECOURT WILL BE RESISTED.

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MARLOW TOWN CENTRE

6.56 Marlow town centre provides an attractive living, shopping and working environment which is well served by shops, restaurants, pubs and cafes providing for lively day and night life. The attractiveness of the town, due in part to its historic character as a market town and its riverside setting on the edge of the Chiltern Area of Outstanding Natural Beauty, ensure that it is popular with visitors and residents alike. The town provides a range of facilities, including a modern sports centre, which serve a catchment area extending beyond the town itself.

6.57 Marlow experiences a number of traffic and parking problems. The need to better balance travel demands with the needs of those living, working and visiting the town is becoming increasingly evident. Whilst the opening of the by-pass removed much through-traffic from the town, there remains evidence that ‘rat-running’ of unnecessary through traffic takes place particularly at peak times. Congestion in the town centre is compounded by delivery vehicles servicing shops which do not have rear access and on-street car parking continues to put pressure on narrow residential roads which can result in congestion, degradation of the residential environment and difficulties for residents wishing to park.

6.58 The results of the ‘District Wide Town Centre and Retail Policy Review’ (1997) identify scope for additional convenience shopping for Marlow. Whilst comparison shopping is to some extent satisfied by large retail facilities on the Marlow side of High Wycombe, the need to reduce the use of the private car and promote sustainable options emphasises that thought must be given to some extra retailing provision within the town centre. Retailing provision in the town could reduce the need for journeys to other centres. ‘The District Wide Town Centre and Retail Policy Review’ has identified that an extension to the existing Waitrose Store is the preferred location (see Policy M4 – Riley Road).

6.59 Although the majority of employment generating development is towards the edge of Marlow rather than in the town centre, the town centre does function as a secondary area for office employment. The general policy remains one of restraint of employment generating development due to the high levels of existing employment opportunities.

6.60 The importance of housing provision in the town centre and the retention of existing residential land uses is a concern, in order to balance town centre uses as a whole. This helps to ensure that the central area is not deserted in the evening and retains the historical pattern of development, in particular the retention of flats over shops. Sites in the town centre are suited to residential development for the elderly, being close to shops and on level ground. Addressing the provision of affordable housing in the town centre is a concern, due to the relative high cost of land.

6.61 The District Council aspires to see a thriving, attractive town centre which serves the needs of local people and businesses whilst retaining its popularity as a place to live and for tourists to visit. Much of the centre is within a Conservation Area and the preservation and enhancement of the character of the town centre is a principal concern.

6.62 The key town centre objectives specific to Marlow are:

6.65 A pre-requisite of proposals coming forward from the redevelopment of the Brewery and Portlands Alley site to the west of High Street and south of West Street is the construction of a link road parallel to the High Street. This is intended primarily to serve the traffic and servicing requirements arising from any new development. However, it also offers some potential for rear servicing and for traffic reduction on the High Street in line with the agreed Parking and Transportation Strategy.

6.66 The Council will support the development and introduction of measures which would promote sustainable travel to and within Marlow. Proposals which would make walking, cycling and public transport use less safe, attractive or convenient will not be supported.

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~~Improving the Pedestrian and Cyclist Environment~~

6.67 The environmental quality of the town centre and the surrounding residential amenity is affected by both parking pressures and increasing traffic flows. The High Street, Spital Street and West Street have suffered environmentally in recent years due to the dominance of vehicular traffic, its volume and associated environmental impacts such as noise, pollution and severance. Fundamentally the allocation of space to the different interests of pedestrians and cyclists, demands for parking and for moving space needs to be re-examined. Given the priority of improving conditions for pedestrians and cyclists, some reallocation of space is seen as essential as well as addressing the poor quality of streetscape. Pedestrians find crossing difficult especially at the southern end of the junction with Pound Lane, and Station Road. The pavement buildouts coincident with the pelican and zebra crossing points work well and demonstrate the value to pedestrians of increased space on the footway and a reduced crossing width. This approach may well be worthy of more general application.

6.68 The agreed Parking and Transportation Strategy for Marlow recognises that the completion of the ‘link road’ will increase the opportunity for pedestrian movement by reducing the number of vehicles in the High Street. Complete exclusion of vehicles is not considered desirable, even if it were achievable, as it is recognised that part of the attraction of the town centre is its convenience to car users and this contributes to its vitality and viability. The Transport Study has provided guidance on transport solutions for the town centre. In increasing the opportunity for pedestrians there are opportunities for improving the streetscape of High Street with quality durable paving materials and co-ordinated street furniture. In order to increase pedestrian priority, contributions may be sought towards new or experimental traffic management regimes (see also Policies T4, T5 and T6).

~~POLICY M1~~

1. MAJOR DEVELOPMENT PROPOSALS WHICH AFFECT THE TOWN CENTRE SHOULD SUPPORT AND IMPROVE THE PEDESTRIAN AND CYCLIST ENVIRONMENT. THE COUNCIL WILL SUPPORT MEASURES WHICH CONTRIBUTE TOWARD THESE AIMS. PROPOSALS WILL ONLY BE PERMITTED WHERE THEY:

~~a. DO NOT RESULT IN SIGNIFICANT ADDITIONAL TRAFFIC MOVEMENTS ON HIGH STREET/SPITTAL STREET AND WEST STREET;~~

~~b. IMPROVE PEDESTRIAN PRIORITY AND CYCLE MOVEMENT AND ACCESS TO PUBLIC TRANSPORT; AND.~~

~~c. CONTRIBUTE TO PHYSICAL STREEETSCAPE IMPROVEMENTS.~~

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Car Parking

6.69 Within the town centre there are considerable demands for car parking from shoppers, people working in the town centre and residents. The District Council currently operates seven car parks in the town centre providing almost 800 public spaces. These facilities are intensively used, particularly from Monday to Friday. A large proportion of this use arises from long stay parking. Parking also occurs on-street, causing highway and amenity problems on many residential roads in the town centre.

6.70 Car parking is, and will remain, an integral part of the town centre. Its provision must be seen within the context of an overall integrated transport system for Marlow to address congestion, vehicle and pedestrian conflict and promote sustainability in line with the objectives of PPG13.

6.71 The agreed Parking and Transportation Strategy for Marlow promotes the concept of a park and ride site east of the A404, serving Marlow. This could be linked to the town by a bus service, or services, which also catered for movement within the town.

6.72 In view of the intensive use of existing facilities and limited opportunities for additional car parking provision on-site, development which generates new travel demands will increasingly need to meet this demand off site. The degree of accessibility of the development site by public transport will determine the appropriate level of car parking provision, and a lower parking standard will be applied in locations which are highly accessible by non-car modes (see also Policies T1, T2 and T3).

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Public Car Parks

6.73 The existing public car parks in Marlow town centre should remain since the loss of any one would place an intolerable strain on the town centre by displacing cars onto town centre roads, resulting in traffic congestion and inconvenience to local residents. Problems in this regard are already being experienced. This situation might be reviewed if measures to encourage pedestrian, cycle and public transport access were to prove effective, possibly alongside provision of accessible parking outside the town centre. The policy stance will be reviewed in light of the results of the Marlow Transportation Study (see also Policy T18). Opportunities for providing additional public car parking facilities within the historic fabric of the town centre are very limited and the Council has no plans at present to construct any new public car parks. Existing car parks should where possible be subject to environmental improvements, to ensure the high standard of safety, amenity and quality of environment.

POLICY M2

PLANNING PERMISSION FOR DEVELOPMENTS WHICH CAUSE A NET REDUCTION IN EXISTING PUBLIC PARKING SPACES WILL NOT BE GRANTED UNLESS IT CAN BE SATISFACTORILY DEMONSTRATED THAT OTHER MEASURES FORMING PART OF THE AGREED TRANSPORTATION STRATEGY FOR THE AREA WILL BE PUT IN PLACE TO MEET THE TRAVEL DEMAND ASSOCIATED WITH CAR PARKING SPACES THAT ARE REMOVED. THE DISTRICT COUNCIL WILL LOOK SYMPATHETICALLY ON PROPOSALS FOR PARKING WHICH WOULD REDUCE THE NEED FOR TRAFFIC TO ENTER THE TOWN CENTRE, PROVIDING THERE ARE NO OVERRIDING ENVIRONMENTAL ISSUES.

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~~Rear Servicing~~

6.74 There is a problem of traffic congestion at peak times in the town centre. The effect of heavy traffic is compounded by the parking of delivery vehicles in the main streets necessitated by the lack of rear servicing facilities for properties. In conjunction with development proposals and any feasible traffic management measures, the District Council will seek to secure improvements to and increased use of rear servicing facilities where they exist and to seek their provision where they do not, and resist development which would preclude future rear servicing (see also Policy T2).

6.75 Rear servicing already exists for many of the businesses in the area east of High Street, but this results in commercial vehicles using unsuitable residential roads and the District Council will investigate the scope to reduce the level of traffic on these roads by securing an alternative access to the existing rear service and parking areas. Where development takes place it should include provision for its own rear servicing and should not prejudice the provision or improvement of rear servicing to other properties in the area, whether on an individual or group basis.

~~POLICY M3~~

WITHIN THE AREA EAST OF HIGH STREET AND TO THE SOUTH OF CHAPEL STREET AND SPITTAL STREET, AS SHOWN ON THE TOWN CENTRE PROPOSALS MAP, THE PROVISION OR IMPROVEMENT OF REAR SERVICING FACILITIES WILL BE SOUGHT AS PART OF DEVELOPMENT PROPOSALS WHEREVER POSSIBLE. DEVELOPMENTS SHOULD INCLUDE PROVISION FOR THEIR OWN REAR SERVICING. DEVELOPMENT WHICH WOULD PREJUDICE SUCH PROVISION TO ADJOINING PROPERTIES WILL NOT BE PERMITTED.

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Riley Road

6.76 The rear of Riley Road and Central Car Park are currently under used and present a poor environment which is inconsistent with the Conservation Area. The area is in multiple ownership which has not previously assisted with its redevelopment. Part of the site is occupied by repair workshops and a car wash. An innovative solution to this backland area is necessary to maximise the full potential, assisted by a Development Brief to explore and test potential solutions: see Policy G4 and Appendix 3. This is a site which could accommodate the identified shopping/retail needs of the town.

6.77 Retaining/increasing public car parking is a central element of any proposal for this area; the provision of a decked car park with controlled aspect ‘wraparound’ development should be fully explored in any solution, in order to achieve a solution that provides quality townscape.

6.78 Contributions to traffic/accessibility and environmental improvements in the town centre may be appropriate towards the implementation of an agreed Transportation Strategy. Proposals for the redevelopment of the site must address both access to the site itself and the potential impact of further vehicles on the highway network and the environment of the town centre. A traffic impact assessment will be required to be submitted with any planning application.

6.79 Where individual proposals are brought forward for the site, which do not comprise the comprehensive site area, these will only be permitted where they do not frustrate the overall objectives of the policy and would not prejudice the redevelopment of the remainder of the site.

POLICY M4

1. THE RILEY ROAD AREA AS SHOWN ON THE PROPOSALS MAP IS ALLOCATED FOR COMPREHENSIVE MIXED USE DEVELOPMENT PRIMARILY FOR RETAIL USE. (2) FOOD RETAIL, AS A PRIMARY USE, (WELL INTEGRATED WITH EXISTING TOWN CENTRE RETAIL) WITH SOME ANCILLARY RESIDENTIAL USES WILL BE ACCEPTABLE. THE FOLLOWING WILL BE REQUIRED:

a. MAXIMUM USE OF THE AREA, THROUGH LAND ASSEMBLY, POSSIBLE REALIGNMENT OF RILEY ROAD, AND PROVISION OF A COMPREHENSIVE SERVICING AND REAR ACCESS TO THE WEST STREET FRONTAGE PROPERTIES;

b. THE ELEVATIONAL DESIGN AND EXTERNAL APPEARANCE OF NEW BUILDING(S) SHOULD EXPRESSLY REFLECT THEIR ESSENTIAL FUNCTION, WITH PARTICULAR ATTENTION TO THE OPEN ASPECT, SIZE AND SYMMETRY OF THE PUBLIC RECREATION GROUND TO THE NORTH, ITS SURROUNDING RESIDENTIAL BUILDINGS AND THE MAIN PEDESTRIAN APPROACH FROM THIS DIRECTION;

c. PROVISION OF PUBLIC PARKING FACILITIES, REFLECTING PRESENT CAR PARKING FACILITIES AND ANY INCREASED USE OF THE SITE IN ACCORDANCE WITH POLICIES T2, T17 AND APPENDIX 9;

d. RETENTION AND ENHANCEMENT OF 24 HOUR PEDESTRIAN LINKS THROUGH TO THE WEST STREET FRONTAGE AND THE TOWN CENTRE WHILST RETAINING THE SIGNIFICANT FRONTAGE ALONG WEST STREET; AND

e. IN ADVANCE OF ANY COMPREHENSIVE SCHEME, THE PROTECTION OF EXISTING REAR SERVICING.

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Portlands

6.80 The Portlands site is situated at the heart of the town centre conservation area immediately to the rear of the historic properties on the busy shopping streets of High Street and West Street. The site is the largest potential development area in Marlow and its history and location make it uniquely important and sensitive in land use and environmental terms.

6.81 The majority of land is under one ownership. The site has been allocated under a single policy to address common issues, to find common solutions and to provide a comprehensive framework for a redevelopment which will contribute positively to the character and attractiveness of Marlow town centre.

6.82 Situated adjacent to the town centre shopping, leisure and public transport facilities, the site is ideally located to provide a sustainable residential development which will put to good use accessible urban land and introduce a use whose form and function are sympathetic to the character and quality of the area, and will contribute to the vitality of the town centre (see Policy H2). This development should be ‘car reduced’ or ‘car free’ in concept and designed to maximise this opportunity and to minimise the impact on the local environment. (See guidelines in Appendix 1 on car reduced and car free development).

6.83 It is expected that the design and density of residential development will reflect the townscape and respect the location and setting of the conservation area and the listed buildings. Design against crime should be a consideration. Within this constraint, however, development of the site must fully utilise the available land to provide an urban residential scheme which is appropriate to the fabric of a town centre location. Affordable housing provision will be sought under Policy H13 as an element of the residential development. The provision of additional housing in the town centre will contribute to the strategic District housing need and will provide a balance to other town centre uses.

6.84 Proposals for the redevelopment of the site must address both access to the site itself and the potential impact of further vehicles on the highway network and the environment of the town centre. The consequences of reducing car parking or provision on the site would need to be clearly demonstrated. Consequently a traffic impact assessment will be required to be submitted with any planning application.

6.85 An alignment for a link road between Pound Lane and West Street was protected by the County Council in December 1990. The protected route gives access to the Portlands site and developers will be expected to fund the road. It is appreciated however, that the alignment safeguarded by the County Council may not be the only solution. Consequently alternative alignments may be acceptable subject to securing a satisfactory form of development appropriate to the townscape, to highway safety standards and to the potential for the provision of a bus route.

6.86 Whichever alignment is chosen within the site, the junction on West Street will result in the loss of the West Street car park. In view of the limited availability of parking in central Marlow this facility must be replaced in a suitable location on the site. The District Council will be responsive to alternatives to the traditional approach to full on-site parking provision, such as a financial contribution to a wider package of accessibility measures.

6.87 The creation of footpath links through the site to West Street, High Street and the Brewery Site, which will be convenient for pedestrians, and will integrate the new development into the historic area, will be required. Open space requirements are to be met.

6.88 A contributory factor to the congestion on the shopping streets of Marlow town centre is the lack of rear servicing provision. It is essential, therefore, that development on the site should make provision for rear servicing to as many properties in West Street/High Street as possible and, under no circumstances should prejudice rear access to adjacent properties.

6.89 It will be important to ensure that all development is in accordance with the overall planning policy framework for the site and that each phase is at the same time both self sufficient and cognisant of the requirements of later phases to ensure a satisfactory conclusion to the redevelopment of the Portlands area.

6.90 A Development Brief will be prepared for the site, to help achieve a comprehensive solution on this constrained site (see Policy G4 and Appendix 3). All policy criteria as listed below should be met. Where individual proposals are brought forward for this site, which do not comprise the comprehensive site area, these will only be permitted where they do not frustrate the overall objectives of the policy and would not prejudice the redevelopment of the remainder of the site.

POLICY M5

1. IN ACCORDANCE WITH POLICY H2 THE PORTLANDS AREA, AS DEFINED ON THE PROPOSALS MAP, IS ALLOCATED FOR PREDOMINANTLY RESIDENTIAL USE. ANY REDEVELOPMENT OF THE SITE MUST SECURE AND PROVIDE THE FOLLOWING:

a. AFFORDABLE HOUSING IN ACCORDANCE WITH POLICY H13;

b. IN THE EVENT OF A PHASED OR PIECEMEAL DEVELOPMENT OF THE SITE: i) EACH PHASE OR PART MEETS IN FULL ITS OWN INFRASTRUCTURE, PARKING, URBAN DESIGN AND OTHER DEVELOPMENT REQUIREMENTS; AND (ii) THE OVERALL DEVELOPMENT OF THE SITE IN ACCORDANCE WITH THE PRINCIPLES OF THIS POLICY SHOULD NOT BE PREJUDICED;

c. THE MAXIMISATION OF THE DEVELOPMENT POTENTIAL OF THE SITE WHILST BEING CONSISTENT WITH THE TOWNSCAPE, CONSERVATION AREA CHARACTER, BUILDING DETAIL OF THE TOWN CENTRE, AND THE OTHER REQUIREMENTS OF THIS POLICY;

d. RETENTION OF THE TERRACE OF SIX HOUSES TO THE WEST OF THE LINK ROAD AS PART OF THE REDEVELOPMENT SCHEME;

e. RETENTION OF PORTLANDS ALLEY AS A QUALITY PEDESTRIAN LINK; THE RETENTION OF PORTLANDS ALLEY AS AN IMPORTANT NORTH-SOUTH PEDESTRIAN LINK AND AS A MEANS OF FUTURE ACCESS(ES) ON FOOT TO AND THROUGH THE PROPOSED NEW HOUSING ON PORTLANDS;

f. SECURE HIGH QUALITY 24 HOUR PEDESTRIAN AND CYCLE LINKS TO THE HIGH STREET AND WEST STREET;

g. COMPLETION OF THE LINK ROAD BETWEEN THE FORMER BREWERY SITE AND WEST STREET THROUGH WEST STREET CAR PARK CONSISTENT WITH THE HIGHWAYS REQUIREMENTS AND THE TOWNSCAPE CHARACTER OF THE CONSERVATION AREA;

h. THE REPLACEMENT IN FULL OF CAR PARKING LOST FROM THE WEST STREET CAR PARK THROUGH THE COMPLETION OF THE LINK ROAD, AT THE TIME OF THE ROAD CONSTRUCTION, UNLESS AN ALTERNATIVE APPROACH IN ACCORDANCE WITH POLICY M2 CAN BE SECURED;

i. SECURE REAR SERVICING TO THE FRONTAGE PREMISES OF HIGH STREET AND WEST STREET ADJACENT TO THE SITE;

j. STOPPING UP OF THE EXISTING VEHICULAR ACCESS TO HIGH STREET, EXCEPT FOR EMERGENCY VEHICLES, BICYCLES AND PEDESTRIANS; AND

k. CONTRIBUTION TOWARDS IMPLEMENTATION OF OFF SITE TRANSPORT IMPROVEMENTS IN ACCORDANCE WITH POLICY T3.

2. ANY PROPOSAL MUST BE ACCOMPANIED BY A TRANSPORT ASSESSMENT.

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~~Quoitings Square/Christ Church – Oxford Road~~

6.91 The area around Quoitings Square and Christ Church is degraded in appearance as it is dominated by car parking, both for commercial car premises, residents parking and informal town centre parking which take place adjacent to Christ Church. The area would benefit from partial redevelopment and environmental upgrading. Any residential development should be ‘car-reduced’ or car free in concept and designed to minimise the impact on the local environment.

6.92 The listed church at Quoiting Square is an important part of the townscape of this part of Marlow and the District Council is concerned that the setting of the building, including the adjoining graveyard, should be retained.

6.93 A Development Brief will be prepared for the site, to help achieve a comprehensive solution. (See Policy G4 and Appendix 3). Where individual proposals are brought forward for the site, which do not comprise the comprehensive site area, these will only be permitted where they do not frustrate the overall objectives of the policy and would not prejudice the redevelopment of the remainder of the site.

~~POLICY M6~~

~~1. THE QUOITINGS SQUARE/ CHRIST CHURCH AREA, AS DEFINED ON THE PROPOSALS MAP, IS ALLOCATED FOR A MIXED USE DEVELOPMENT COMPRISING RESIDENTIAL/B1/ COMMUNITY USES.~~

~~2. ANY REDEVELOMENT OF THE SITE MUST SECURE AND PROVIDE THE FOLLOWING:~~

~~a. THE MAXIMUM DEVELOPMENT POTENTIAL OF THE SITE WHILST PROTECTING THE EXISTING CHURCH AND BEING CONSISTENT WITH TOWNSCAPE CHARACTER;~~

~~b. FRONTAGE DEVELOPMENT TO OXFORD ROAD, NORTH OF QUOITINGS SQUARE; AND~~

~~c. PARKING PROVISION FOR NON RESIDENTIAL DEVELOPMENT CONSISTENT WITH POLICY T2 AND APPENDIX 9.~~

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PRINCES RISBOROUGH TOWN CENTRE

6.94 The historic town of Princes Risborough has a strong local identity. The setting of the town adds to the unique character with the superb backdrop of the Chilterns and Whiteleaf Cross. The town centre is an attractive area and has retained its historic character with many 18th and 19th century buildings, particularly those grouped around the Market Square, the historic core of the town where a small market is held every week. St Mary’s Church provides an impressive setting and relates well to the town centre. Princes Risborough town centre serves day-to- day local needs reflecting its key role as a convenience centre. The majority of visitors use the town centre regularly for food shopping, although some shops sell specialist durable goods. Duke Street and High Street have been traffic-calmed to improve the shopping environment but still allowing access for short stay on-street parking.

6.95 The Town Centre Study (January 1998) has identified that on the whole the town centre is performing well. The centre has a strong, positive identity, a good range of facilities, adequate parking and good connections. The development of a supermarket to the North of the town centre has further enhanced the vitality and viability of the town.

6.96 The Town Centre Study concludes that one of the main attractors to the town is its convenience. This convenience is a result of proximity to adjacent residential areas, and the ease of access for car borne users. Maintaining convenient access is seen as a key objective, but should not be at the expense of other objectives for the town. With traffic set to dramatically increase, demand to cater for the car-borne town centre users may outstrip supply. This aspect of town centre use will need careful monitoring and may require measures to be taken in the future if Princes Risborough is to maintain its current strengths.

6.97 In meeting the District’s strategic requirement for new homes, land at Park Mill Farm has been allocated for new housing (see also Policy H2 and Appendix 2 Development Principles). This provides an opportunity to bolster the local economy, and the long-term vitality of the town centre. In maximising the benefits that can be gained from the provision of additional homes, the effective provision of pedestrian, cycling and public transport linkages to the town centre is integral (see also Policies T4-T8).

6.98 The core aim is to ensure a vibrant, safe and accessible town centre which retains its distinctive ambience and meets the needs of the local communities it serves. The key objectives for the town centre of Princes Risborough are: