Wycombe - Chapter 7

7.05 By planning land-use and transport together in ways which reduce the need to travel (for example by locating housing and employment uses close together), the planning system can contribute to these objectives, and also to the environmental goals set out in the Government’s Sustainable Development Strategy. PPG13 encourages, for example, the promotion of development in locations which are highly accessible by means other than the private car – with the promotion of public transport, cycling and walking being a central theme in the Government’s approach to Transport Policy. This approach is clearly emphasised in the Transport White Paper (July 1998). Major road building programmes are no longer widely accepted as being the best solution to congestion problems, and other measures are needed to tackle the problems which derive from an increasingly mobile society.

7.06 To reduce the number of motorised journeys, in accordance with PPG13, the 1997 Road Traffic Reduction Act requires individual Highway Authorities to review traffic levels, and produce targets for reducing traffic or the rate of traffic growth. In addition, the allocation of Government funds for transport projects through the Local Transport Plan requires Highway Authorities to include measures which reduce the impact of the private car. Policies and programmes which promote public transport, cycling and walking as part of an overall transport strategy, have assumed increasing importance.

Strategic Policy

7.07 Buckinghamshire County Council, which is the Highway Authority for the District, considers that the forecast rate of traffic growth in the County to 2011 (of over 50% on 1991 levels), can be neither accommodated nor sustained. In recognition of this, the Buckinghamshire County Structure Plan (adopted in March 1996), emphasises the importance of planning land-use and transport together, to reduce the need to travel, particularly by the private car. The Structure Plan has also put a greater emphasis on safety, the environment and the promotion of alternative modes of travel, such as public transport, walking and cycling.

7.08 Local Transport Plans (LTP) will provide the basis for an integrated approach to transport and land use, and will implement many of the transport aspects contained in development plans. The policies contained in this Local Plan will therefore be monitored and, if necessary, revised through a Review or Alteration to the Local Plan during the Plan period, to ensure consistency with the new LTP is achieved and maintained.

7.09 The County Council has produced an Integrated Transport Strategy (ITS) for Buckinghamshire, and the transport policies of this Local Plan reflect the main aims and objectives being pursued. The ITS is a non-statutory document, but it is consistent with both PPG13 and the transport objectives for the Region, as set out in Regional Planning Guidance for the South East (RPG9, March 1994). Unlike the Structure Plan, the ITS is not restricted to land-use policies, and the measures which it contains are intended to influence both the demand for travel, and the way that demand is met. For the purpose of monitoring the implementation of its policy objectives, the ITS has set a number of targets. Reference to the more significant targets is given in the appropriate sections of this chapter.

Local Context

7.10 In setting the framework for many land-use decisions, this Local Plan has an important role to play in ensuring the success of the ITS. For example, by concentrating development on recycled urban land (brownfield land) near to public transport facilities, the Local Plan can encourage greater use of public transport services as an alternative to the private car. Furthermore, whilst the District Council does not itself provide the majority of transport services, it has an essential role to play in securing transport improvements through the exercise of its development control powers.

7.11 To develop the objectives of the ITS, the District Council, in partnership with the County Council, has adopted a Transportation Strategy for High Wycombe, and the District Council wishes to see detailed strategies adopted for the remainder of the District. Marlow has been identified as the first priority area for such an exercise. The Wycombe Transportation Strategy is based upon the positive promotion of public transport, together with measures to manage car use and encourage greater levels of cycling and walking. A consistent approach is reflected in the transport policies of this Local Plan, in accordance with both national and strategic guidance.

7.12 In addition to this Local Plan, the District Council’s Strategic Plan contains seven objectives relating to transportation, and the key strategic aim is to ‘increase the use of public transport, cycling and walking and reduce the adverse impacts of motor vehicles’.

Promote a safe, efficient and sustainable transport system;
Encourage the safe and efficient movement of both people and goods, in order to support the economy of the District;
Reduce the need to travel, particularly by private car;
Reduce the environmental impact of traffic and transport;
Improve transport choice by encouraging new development to locate where it is highly accessible by public transport and non- motorised modes (walking and cycling);
Encourage greater priority for, and increase the modal share of, public transport, cycling and walking within the District, and to make these safe, convenient and attractive alternatives to the car;
Provide access to transport facilities, and encourage high standards of safety, accessibility and amenity for all highway users;
Promote and encourage an integrated approach to transport, including the number of journeys made by more than one mode, through such measures as Park and Ride, other transport interchanges; and the development of integrated transport strategies for all areas of the District;
Reduce traffic congestion, and discourage through traffic from using unsuitable roads; and
Ensure development proposals satisfactorily mitigate any highway and transport problems which they would otherwise cause, or contribute to.

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Accessible Development and Sustainability

7.14 Traditionally, councils and developers have been primarily concerned, when permitting and proposing new development, about traffic generation, traffic impacts and accommodating car use. Whilst these have to remain important considerations, the focus in future, will be much more on making new development as accessible as possible by non-car modes (public transport, cycling and walking), and maximising the density of development in locations that are, or can become, highly accessible by these modes.

7.15 Achieving such accessibility by sustainable modes, and minimising the adverse traffic impacts of new development, will require steps both for an individual scheme (as part of the development proposals), and elsewhere (as part of the broader implementation of transport strategy schemes by the District and County Councils). Traffic problems may include congestion, traffic accidents, noise and air pollution, intimidation of pedestrians and other road users, and community severance. These factors may also contribute to associated problems such as social exclusion and health problems. This section deals with general principles. Other sections in this chapter should also be referred to with regard to the overall contribution of development to achieving sustainable transport, and the occasions when development will be expected to contribute financially to off-site initiatives, because of cumulative impacts.

7.16 The County and District Councils will require new development proposals to meet the standards and criteria in relation to highways as outlined in the Buckinghamshire County Council Highway Design Guide. They will aim to ensure that development satisfactorily mitigates any highway and transport problems that it might otherwise cause or contribute to. All proposals will therefore be assessed in relation to their impact, both in individual and cumulative terms. Where the impact of a development necessitates specific transport/highway improvements prior to development commencing or being completed, these will be required as part of the planning permission, or a related planning obligation.

7.17 Proposals should achieve a high standard of road safety. In order to achieve this, together with appropriate townscape, it will often be necessary to introduce features which limit vehicle speeds.

7.18 The District Council will generally seek to minimise the visual dominance of the car in new developments. In areas such as Conservation Areas, a particularly sensitive balance will be required between general highway design standards, and the overriding need to safeguard the special character and appearance of these areas (see Appendix 1 of this Local Plan).

7.19 Where appropriate, developers should also consider the need to safeguard and promote identified transport proposals; and also make provision for the early introduction of public transport services.

POLICY T1

1. ALL DEVELOPMENT PROPOSALS (HAVING DUE REGARD TO LOCATION, SIZE AND CHARACTER) WILL BE REQUIRED: [IN RELATION TO WALKING AND CYCLING]

a. TO PROVIDE, WHERE APPROPRIATE, SAFE, CONVENIENT AND ATTRACTIVE ACCESS(ES) ON FOOT AND BY CYCLE AND MAKE SUITABLE CONNECTIONS WITH EXISTING FOOTWAYS, BRIDLEWAYS, CYCLEWAYS, LOCAL FACILITIES AND PUBLIC TRANSPORT ROUTES IN THE VICINITY OF DEVELOPMENT SITES AND AREAS (IN ACCORDANCE WITH POLICIES G9 AND T4-T6);

b. TO ENSURE, WHERE APPLICABLE, THAT THE CONVENIENT USE AND ENJOYMENT OF EXISTING PUBLIC RIGHTS OF WAY SUCH AS FOOTPATHS AND BRIDLEWAYS ARE NOT ADVERSELY AFFECTED BY THE FORM AND LAYOUT OF DEVELOPMENT AND THAT THEIR NECESSARY DIVERSION IS ACCOMMODATED, WHEREVER POSSIBLE, WITHIN THE ACTUAL AREA TO BE DEVELOPED; AND [IN RELATION TO PUBLIC TRANSPORT]

c. TO INTEGRATE, WHERE APPROPRIATE, BOTH LOCAL MOVEMENT AND PRIORITY ACCESS FOR PUBLIC TRANSPORT SERVICES AND ALSO PROVIDE INDEPENDENT ROUTES, INTERCHANGE, STOPS AND WAITING AREAS (IN ACCORDANCE WITH POLICIES T7-T12); AND [IN RELATION TO VEHICULAR TRAFFIC]

d. TO PROVIDE FOR SATISFACTORY ACCESS(ES) TO AND FROM THE AREA OF DEVELOPMENT SO THAT THE CONVENIENCE, SAFETY AND FREE FLOW OF TRAFFIC USING EXISTING PUBLIC HIGHWAYS (INCLUDING PEDESTRIANS, RIDERS AND CYCLISTS) ARE NOT ADVERSELY AFFECTED;

e. TO PROVIDE, IF AND WHERE NECESSARY, BOTH OPERATIONAL AND OTHER PARKING PROVISION AND VEHICLE SERVICING ARRANGEMENTS IN ACCORDANCE WITH POLICIES T2 AND T3;

f. TO ENSURE THAT ALL VEHICULAR TRAFFIC GENERATED BY FUTURE DEVELOPMENT DOES NOT THEREBY MATERIALLY INCREASE LOCAL CONGESTION OR OTHER TRAFFIC PROBLEMS, TAKING INTO ACCOUNT ON-SITE AND OFF-SITE IMPROVEMENTS SECURED UNDER POLICIES G2 AND T3;

g. TO SECURE THE PREPARATION AND APPROVAL OF GREEN TRAVEL PLANS WHERE BOTH THE SCALE OF PROPOSED DEVELOPMENT AND THE PLANS’ POTENTIAL CONTRIBUTION TO TRAFFIC REDUCTION MAKE THEM APPROPRIATE AND IN ACCORDANCE WITH POLICY T16 AND, [IN RELATION TO ENVIRONMENTAL PROTECTION]

h. TO ENSURE THAT LIVING AND WORKING CONDITIONS IN THE LOCALITY OF DEVELOPMENT PROPOSALS ARE NOT DIRECTLY AND ADVERSELY AFFECTED BY THE INTENSITY, TIMING AND CHARACTER OF TRAFFIC WHICH IS NECESSITATED BY THE FORM AND NATURE OF PROPOSED LAND USE(S).

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Integrating Transport Modes

7.20 The District Council wishes to promote a transport system that is safe, efficient, sustainable and accessible. The District Council believes that the way to achieve its objectives is through the integration of transport with both land-use planning, and the wider environment. The integrated transport strategies being pursued for the District, are illustrative of the approach being taken to transport policy. The transport strategies involve integration within and between different types of transport, so that each mode works properly, and people can make easy connections between them.

7.21 The District Council believes that if individuals are to be encouraged to use their car less, a variety of transport alternatives to the car need to be put in place. The promotion and development of transport interchanges (locations where people can conveniently change from one mode to another), is a key theme in providing for greater transport choice. If people can conveniently and routinely switch from bicycle to train, or from car to bus, for example, to make their journeys, then the environmental damage currently caused by a heavy reliance on car- based travel can begin to be stabilised and eventually reduced. The District Council is committed to promoting transport interchange, and hence greater transport choice. It is a central theme in the transport policies being pursued in this Local Plan.

7.22 Particularly significant interchanges will include Park and Ride (See Policy T15), and a new bus and rail interchange in High Wycombe (see Policy HW7). However, whilst of a much smaller scale, the introduction of facilities such as cycle racks and bus stops/shelters are also important.

7.23 Therefore the District Council will support appropriate proposals which provide for a safe, efficient and convenient interchange between different modes of transport, to promote general use of bus, taxis, private hire vehicles, cycling and walking, and reduce the reliance on car- based travel.

On-Site Parking, Servicing and Developer Contributions

On-Site Parking and Servicing

7.24 Despite an overall intention of reducing the reliance on the car, many trips will continue to be made by car, and appropriate provision for parking will be needed consistent with the approach set out in PPG3: Housing and PPG13: Transport. The use of parking restraint as a traffic management tool is recognised. New and sometimes innovative approaches will be required in terms of design and layout, mobility management, and in providing a high degree of mobility without the need for car ownership (for example through the development of car share clubs). In this way reduced levels of car parking may be introduced without overriding problems of uncontrolled off site/on street parking. Where displaced parking has the potential to cause serious problems appropriate traffic calming and traffic/parking management may also be required (see Policies T13 and T14). These types of approach will be increasingly necessary to move away from previous demand-based minimum car parking standards.

7.25 Five Accessibility Zones have been identified across the District. These are outlined in Appendix 8 and shown in more detail in the Council’s supplementary planning guidance, “Accessibility Zones, Parking Standards and Developer Contributions to Transportation – A Technical Guide”. The level of parking which will be required is dependent upon the level of accessibility by public transport (or walking and cycling if these modes are quicker). In this way, the District Council aims to reduce the level of trips by car associated with new development in more accessible locations. This will both reduce the adverse environmental impact, and the impact on the local highway network. Given that a key objective of this Local Plan is to reduce the need to travel wherever possible, and particularly by car, the parking standards have been set at a maximum, rather than at a minimum level (see Appendix 9). In general it may not be appropriate for new development to provide the maximum level of parking permitted by the Council’s standards. These should be applied in a way that is consistent with government guidance, in particular as set out in PPG3: Housing and PPG13: Transport.

7.26 It should be noted that whilst the strategic land released as part of this Local Plan will be required to be developed in a consistent manner, particular targets for parking provision and contributions to transport improvements are set out in Appendices 8 and 9.

7.27 With a reduced emphasis on new development catering for travel demand in the form of on-site car parking, travel demands associated with new development will increasingly need to be met off- site. Accordingly, financial contributions will be sought from developers in appropriate circumstances, including commuted payments for the provision of public parking (see Policy T3 and Appendix 9).

7.28 In order to secure an appropriate provision of on- site parking and servicing, the standards as set out in Appendix 9 will be regularly monitored and, if necessary, revised through a Review or Alteration to this Local Plan during the Local Plan period, to fully reflect any material changes in circumstances. Similarly, the ‘Accessibility Zones’ outlined in Appendix 8, will be updated periodically against the criteria set out.

7.29 Where appropriate, special parking provision for motorcycles, Heavy Goods Vehicles (HGVs) and coaches will also be sought, in addition to the parking standards outlined in Appendix 9. The District Council recognises the contribution which can be made by motorcycles as an alternative to the private car, when travel by public transport, cycling or walking is impractical. HGVs and coaches need special provision for parking, both for convenience, and so that their environmental impact can be minimised.

7.30 Adequate loading, unloading, circulation and turning spaces must be provided in new developments to minimise danger and inconvenience caused by on-site traffic. Where development is accessed from a classified highway, the provision of adequate on-site turning arrangements will be of particular importance. With regards to freight vehicles, the County and District Councils are currently guided by the Freight Transport Association’s publication ‘Designing for Deliveries’.

POLICY T2

DEVELOPMENT PROPOSALS WILL BE REQUIRED TO MAKE PROVISION FOR ON- SITE PARKING. THE OVERALL SCALE OF NEW PROVISION SHALL NOT EXCEED AND MAY BE BELOW THAT SET OUT IN THE ADOPTED MAXIMUM STANDARDS CONTAINED IN APPENDIX 9 OF THE LOCAL PLAN. SERVICING VEHICLE PROVISION SHALL, IF POSSIBLE, BE MADE ON-SITE AND BE ADEQUATE FOR THE INTENDED LAND USE, THE ACCESS ARRANGEMENTS AND THE LOCATION. CENTRALISED RESIDENTIAL PARKING PROVISION SHALL BE CLOSE TO THE DWELLINGS THAT IT WOULD SERVE AND SHOULD BE SECURE, CONVENIENT AND BE DESIGNED AND LAID OUT IN SUCH A WAY AS TO BE PHYSICALLY AND VISUALLY INTEGRATED WITH THE OVERALL SCHEME OF DEVELOPMENT.

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~~Developer Contributions~~

7.31 As most developments will normally generate new travel movements, developments, as a first principle, should provide for an adequate infrastructure and transport system generally to cope with these movements. Any necessary alterations to the highway infrastructure/transport system will be expected to be incorporated within development proposals, and permission will be refused, as a rule, if the developer is unwilling or unable to provide the necessary solutions.

7.32 It is recognised that the vehicular routes into and through the major settlements within the District, in particular High Wycombe, Marlow and Princes Risborough, suffer from major congestion problems during peak hours, and a degree of congestion throughout the day. Generally, this congestion is caused by the sheer weight of traffic trying to get into and through the towns, much of which consists of private cars. Movement by non-car modes, such as walking, cycling and bus travel, is compromised as a result.

7.33 In the District’s rural areas, but also to a degree within urban areas, access by public transport, cycling and walking to services and jobs is of an inadequate standard. The District Council wishes to bring forward programmes to address these inadequacies, and create a sustainable transport system, in accordance with County and National policy.

7.34 The effect of Policy T1 would, in many cases, give rise to objections to what may otherwise be acceptable proposals, or would otherwise place an onerous and unreasonable burden on developers to alleviate a transport problem that was not of their making. Cumulatively, this would stifle economic regeneration and the renaissance of our urban areas, to the detriment of the District as a whole, causing it to stagnate when compared with neighbouring and competing areas. The District Council wishes to guard against this, and avoid a situation where the resident population is forced to seek modern and dynamic employment, retail and leisure opportunities outside the District, and consequently have to travel to those competing areas on an already inadequate highway network.

7.35 The District Council therefore recognises that it has to manage the demand for travel, rather than simply apply the short-term solution of always preventing development, except where it can be shown that there is no conflict with Policy T1; and in particular, refusing consent for the simple reason that the network as a whole, is inadequate. Consistent with National policy, the District Council considers that the answer to the District’s transport problems lies not in new road building, but in facilitating a modal shift towards public transport, cycling and walking, wherever it is, or has the potential to be, a practical alternative to the car.

7.36 In partnership with the County Council as Highway Authority, the District Council has formulated a number of projects which, when taken together, are designed to relieve congestion within High Wycombe, and improve accessibility by non-car modes. Measures include the introduction of bus priorities at junctions, bus lanes, improved bus services, cycle provision, pedestrian priority schemes, parking management and Park & Ride. Together, these schemes comprise part of the Local Transport Plan, and have received Government support.

7.37 Schemes have, in part, been funded by the District and County Councils, and through the Local Transport Plan ‘package’ approach to capital funding. However, for the foreseeable future, it is clear that this funding will be insufficient to enable the implementation of all the necessary programmes within a reasonable timescale. It is therefore the view of both the County and District Councils, that development that might otherwise be refused consent because it adds to the area’s transport problems, may be permitted if an appropriate financial contribution is made to facilitate the completion of the necessary transport schemes.

7.38 The District Council, in partnership with the County Council, intends during the life of this Local Plan, to formulate sustainable transport packages to address the problems experienced in areas of the District outside High Wycombe. However, development proposals in the District’s major centres may cause the District Council to look more urgently for schemes to cope with the travel demands which result. In such cases, it may be appropriate for developers in these areas to contribute to an overall transport strategy as an alternative to a refusal of planning permission.

7.39 The District Council is mindful of the need to make any such contributions proportionate to the amount of harm caused, and the benefit to the developer. Accordingly, the District Council will have regard to the number of car parking spaces that would normally be required pursuant to Policy T2 and Appendix 9, and the rate at which these would be used, as an indication of the level of likely traffic generation in normal circumstances. The District Council’s approach, developed jointly with the County Council, is set out in supplementary planning guidance: “Accessibility Zones, Parking Standards and Developer Contributions to Transportation – A Technical Guide”. This is intended to ensure equity amongst those required to contribute, and reinforces the positive use of car parking provision as a key determinant of demand for private car travel. The District Council will also have regard to the parking levels and traffic generation from any existing lawful use of the site, prior to development proposals coming forward. Where contributions are requested, these would normally be secured through the use of a planning obligation.

7.40 Strategic sites, i.e. major development sites allocated in the local plan, will be expected to provide for an adequate infrastructure and transport system to cope with associated travel movements in the vicinity of the site, as well as addressing additional travel movements in the wider area through a proportionate contribution towards implementation of an area wide Transport Strategy where this is in place. Depending on the scale and function of localised transport improvements, the cost of these will be taken into account when assessing the need for a contribution toward addressing additional movements in the wider area.

POLICY T3

IN THE EVENT OF DEMONSTRABLE CONFLICT WITH POLICY T1, DEVELOPMENT PROPOSALS MAY NEVERTHELESS BE AUTHORISED IF A PROPORTIONATE CONTRIBUTION IS MADE, EITHER

[A] TO AN APPLICABLE TRANSPORT STRATEGY OR [

B] TO SPECIFIC LOCALLY PRE-DETERMINED SCHEMES WHICH ARE DESIGNED TO RELIEVE TRAFFIC CONGESTION OR TO IMPROVE MULTI-MODAL ACCESS OR TO PROVIDE OFF-STREET PUBLIC PARKING (OR TO SECURE ALL OR ANY OF THESE BENEFITS), HAVING REGARD TO THE PROVISIONS OF POLICIES G2 AND G4 AND TO THE CONTENTS OF PUBLISHED SUPPLEMENTARY PLANNING GUIDANCE.

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Pedestrian Movement and Provision

7.41 As the most environmentally friendly form of transport, and one which accounts for typically over a quarter of the trips in built-up areas, the ease of movement of pedestrians in the District’s towns and villages is of great importance. Walking, as a form of exercise, potentially offers important health benefits, and an increase in the level of pedestrian activity can help to ensure that areas feel safer and less isolated. In order to improve the environment for pedestrians, traffic calming and traffic management measures are being introduced where pedestrian activity is greatest (see Policies T13 and T14).

7.42 Pedestrians need safe, attractive and convenient routes both within residential areas, and linking with town/district centres, schools, employment areas, public amenities and public transport inter- changes. Links between car parks and the areas/facilities they serve are also important.

7.43 In conjunction with the County Council as Highway Authority, the aim of the District Council will be to give appropriate priority to pedestrians wherever possible. This will be achieved through the use of traffic management schemes, by restricting access for general vehicular traffic (particularly through traffic); and by introducing pedestrian enhancement schemes, such as the recent pedestrianisation of the High Street in High Wycombe. These measures will improve the environmental quality of public areas, while at the same time respecting the function of retail centres.

7.44 In consultation with the County Council, businesses and residents, the District Council will support the designation of new pedestrian routes within the principal built-up areas, and will seek to secure their implementation. The aims will be to:

provide town-wide networks of pedestrian routes;
improve the pedestrian environment along the length of the journey, by providing a high standard of pedestrian facilities;
minimise severance imposed by vehicular traffic, and link up with traffic-calmed areas; and
improve access for the elderly and people with disabilities.

7.45 Depending upon the level of pedestrian use expected, the District Council will encourage the provision of a high standard of facilities to encourage use. These may include:

high standards of maintenance, lighting and ancillary features such as signposting, map information boards, seating and litter bins;
minimum pavement widths of 1.8m, increasing to 4.5m at retail centres; and
safer road crossing points, including traffic calming, and dropped kerbs, where appropriate.

7.46 The footpath network provides convenient routes between different residential areas to schools, shopping centres, playgrounds and to areas of open countryside. Under the National Parks and Access to the Countryside Act 1949, all public rights of way must be shown on Definitive Maps prepared by the County Council. The provisions of the Wildlife and Countryside Act 1981 require that a Definitive Map and statement recording public rights of way, footpaths and bridleways be prepared and then kept under continuous review. The County Council is the surveying Authority for this District. In order to assist the County Council, the District Council will seek to retain the existing rights of way, as shown on the Definitive Map produced by the County Council. Footpaths and rights of way can be of considerable nature conservation, landscape and historical value.

7.47 The District Council will safeguard the interests and amenity of pedestrian movement within future development. In accordance with Policy T1, existing public footpaths and other rights of way should be safeguarded and retained. Where detailed development proposals make diversions necessary, these should be at least as (if not more) safe, direct and convenient as those being replaced. They should, as far as possible, be provided within the development site or area in question and also be fully capable of being adopted by the local highway authority. The Council also wishes to promote new access opportunities by future footpath linkages within areas of development. Particular attention will be paid to connections with the long-distance National Trails within the District, namely the Thames Path and the Ridgeway Path, which are the subject of Policies RT14 and RT15.

POLICY T4

ALL DEVELOPMENT AND ASSOCIATED HIGHWAY PROPOSALS SHOULD PROVIDE FOR SAFE, DIRECT, CONVENIENT AND ATTRACTIVE MEANS OF MOVEMENT ON FOOT, INCLUDING (WHERE APPROPRIATE) LINKS WITH ANY EXISTING RIGHTS OF WAY AND SUITABLE FUTURE CONNECTIONS WITH THE LOCAL AND STRATEGIC FOOTPATH NETWORK OF THE DISTRICT.

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Cycling

7.48 Cycling is both a safe and healthy form of travel which can offer comparable speed and flexibility to the car over short journeys, while suffering much less from delays associated with congestion. A recent National Travel Survey has found that 72% of today’s journeys are less than five miles in length, and 46% are less than two miles; distances which have the potential to be travelled comfortably and conveniently by bicycle.

7.49 The aim of the District Council is to encourage the provision of facilities for cyclists which will:

encourage more and safer cycling in order to realise the District Council’s adopted target of quadrupling the level of cycle use by 2012;
provide an area-wide network of cycle routes;
provide safe, direct, convenient and attractive routes which link residential areas with the town centres, public transport facilities, employment and recreational facilities, local shops and schools, and the wider countryside; and
improve the environment for cyclists by providing a high standard of cycling facilities such as secure parking and shower/changing facilities.

7.50 The Government has, through its National Cycling Strategy, set a national target of quadrupling the number of journeys made by bicycle by 2012, compared to the 1996 base. In accordance with this strategy, the District Council has adopted a similar target. In the High Wycombe urban area, this target may be more difficult to achieve, owing to the difficult topography and the widespread traffic congestion which act as a disincentive to bicycle use. However, by improving facilities for cyclists, and tackling traffic congestion with appropriate traffic management measures (See Policies T13 and T14), there is no reason why progress towards the target cannot be made. The other major towns in the District, Marlow and Princes Risborough, currently offer more favourable conditions for cyclists, and the District Council will seek to improve these further. The aim of the District Council is to give priority (in terms of access and journey time), to cyclists as appropriate, particularly on roads with significant (and potentially significant) cycle flows. The relatively flat topography in areas of the District such as Marlow and Princes Risborough, make them particularly suitable for encouraging cycle use.

7.51 Sustrans, which is a national charitable organisation which designs and builds traffic-free routes for cyclists, walkers, horseriders and people with disabilities, is progressing a shared cycle route on the former Thame to Princes Risborough railway line. This route provides an important link with The Ridgeway Path (see Policy RT15) and, in turn, The National Cycle Network. The East-West Cycle Route which passes through the High Wycombe urban area is also an important strategic route for cyclists. Both the Thame to Princes Risborough, and the East-West Cycle Routes are defined on the Proposals Map, and the District Council will seek to protect these and any other cycle routes for the benefit of cyclists, and will also seek the provision of additional infrastructure facilities. Routes which are threatened by development should be replaced and re-routed, if necessary, to ensure a satisfactory network is retained at all times.

7.52 Cycle routes need to be safe, coherent, comfortable, attractive and direct, if they are to meet the needs of existing cyclists and facilitate an increase in the level of cycling. In addition, it is also important to ensure that, on reaching their destination, cyclists can leave their bicycles unattended in a secure, dry, well-lit and convenient location. Shower/changing facilities should generally be provided for cyclists where a significant potential for cycling exists. Residential developments, particularly flatted developments, which do not provide private garaging/storage facilities, should make appropriate provision for bicycle storage and parking. The District Council has produced cycle parking standards at the minimum level necessary to accommodate the District Council’s targeted increase in cycling, and these are outlined in Appendix 9.

7.53 Where the developer is unable to provide the necessary cycle facilities directly, the District Council will seek to negotiate, wherever possible, a contribution (either in whole or in part) towards the cost of providing cycle facilities, in accordance with Policies G2 and T3 of this Local Plan.

POLICY T5

1. WHEN ASSESSING DEVELOPMENT AND ASSOCIATED HIGHWAY PROPOSALS, SAFE, DIRECT, CONVENIENT AND ATTRACTIVE PROVISION FOR CYCLISTS WILL BE SOUGHT, AND MAY INCLUDE;

a. DETAILED TRAFFIC MANAGEMENT AND TRAFFIC CALMING SCHEMES TO ENSURE BOTH CYCLISTS’ SAFETY AND PRIORITY MOVEMENT; AND

b. PROVISION OF EFFECTIVE AND CONVENIENTLY LOCATED CYCLIST (AND PEDESTRIAN) CROSSING POINTS OF VEHICULAR TRAFFIC ROUTES.

2. ACTIVE SUPPORT WILL BE GIVEN, WHERE DEVELOPMENT OR OTHER OPPORTUNITIES OCCUR, TO THE CREATION OF AN INTEGRATED NETWORK OF NEW AND IMPROVED CYCLE ROUTES (BOTH ON AND BEYOND EXISTING PUBLIC HIGHWAYS);

3. THE INCORPORATION, WHEREVER POSSIBLE, OF CYCLEWAYS WITHIN DEVELOPMENT PROPOSALS (ESPECIALLY WHERE CONNECTIONS CAN BE MADE TO THE WIDER NETWORK OF CYCLE ROUTES) OF A STANDARD SUITABLE FOR ADOPTION BY THE LOCAL HIGHWAY AUTHORITY. POLICY T6 (1) SUITABLE CYCLE PARKING PROVISION WILL BE REQUIRED AT MAJOR FUTURE GENERATORS OF CYCLIST TRAFFIC AND, WHERE APPROPRIATE, WITHIN ALL PROPOSED DEVELOPMENT AT LOCATIONS SUCH AS:

a. EMPLOYMENT AREAS

b. EDUCATIONAL ESTABLISHMENTS

c. RETAIL CENTRES

d. TRANSPORT INTERCHANGES

e. LEISURE FACILITIES

f. PUBLIC BUILDINGS

2. DEVELOPERS SHOULD PROVIDE ADEQUATE CYCLE PARKING, IN ACCORDANCE WITH APPENDIX 9, AT SUCH PLACES AND AS PART OF FUTURE HOUSING, SHOPPING, OFFICE, WAREHOUSING AND PUBLIC BUILDING DEVELOPMENT.

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Public Transport

7.54 One of the key objectives of this Local Plan, in accordance with Government guidance, is to reduce the reliance upon the private car, and to encourage, as an alternative, greater use of public transport. To help realise this objective, the Local Transport Plan contains a number of targets including:

reversing the trend and achieving a 4% reduction in the proportion of journeys to work that people make as car drivers between 2000/01 and 2005/06 (LTP target 1A);
achieving a 10% increase in bus passenger journeys between 2000/01 and 2010/11.

7.55 Improvements to public transport services and facilities will generally be supported by the District Council, and major new trip generators should locate near to such facilities, in order to maximise the potential for public transport use. The District Council would wish to see the balance of priorities and resources increasingly shifted towards public transport, as well as towards non-motorised modes.

POLICY T7

DEVELOPMENT PROPOSALS WHICH GENERATE SIGNIFICANT TRAVEL DEMAND SHOULD BE LOCATED WITH GOOD OR IMPROVED ACCESS TO THE EXISTING OR FUTURE PUBLIC TRANSPORT NETWORK, IN ORDER TO MAXIMISE ITS USE, HAVING REGARD TO POLICIES T1 AND T3. MAJOR DEVELOPMENT MAY ACCORDINGLY REQUIRE NETWORK IMPROVEMENTS, SO AS TO ACHIEVE ADEQUATE ACCESS BY PUBLIC TRANSPORT, TO BE IN PLACE BY THE TIME THAT IT IS COMPLETED.

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Buses

7.56 Although railways and taxis have an important role to play in encouraging greater public transport use, buses continue to provide the majority of urban and rural public transport services.

7.57 In association with the County Council, the District Council will seek to maintain and enhance the network of bus services within the District, and will use its development control powers to ensure that new development is located in a manner which will support and strengthen existing levels of bus service, and helps in developing a network of bus priority measures. These include the introduction of bus lanes and other bus priority measures, as well as Park and Ride services (see Policy T15). The District Council will also support measures to improve bus access for people with disabilities, and the enhancement of convenient interchange between bus services and other modes of transport.

7.58 Important measures to date which have improved the quality of the bus as a form of travel, include the London Road Bus Lane in High Wycombe, and a Quality Bus Initiative, which has seen the introduction of new low-floor buses, raised kerbs at bus stops, new bus shelters and an improved frequency of service. The District Council will support the introduction of similar initiatives and bus priority measures throughout the District, particularly in High Wycombe, Marlow and Princes Risborough.

7.59 In addition to the above, Policy HW1 of this Local Plan addresses the future development of a new bus station in High Wycombe Town Centre, as part of the Western Sector development.

POLICY T8

OPPORTUNITIES TO INTRODUCE OR TO IMPROVE ACCESSIBILITY, BUS PRIORITY MOVEMENT AND INTERCHANGE FACILITIES ON THE FUTURE BUS AND COACH SERVICE NETWORK WILL BE SOUGHT AND SUPPORTED IN THE COURSE OF AUTHORISING DEVELOPMENT; ANY DEVELOPMENT PROPOSALS WHICH WOULD ADVERSELY AFFECT EITHER EXISTING ACCESS OR FUTURE IMPROVEMENTS TO SUCH FACILITIES WILL BE REFUSED PLANNING PERMISSION.

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Bourne End to High Wycombe Disused Railway Line

7.60 An important bus priority measure is the proposal contained within the Local Transport Plan for a dedicated route for buses - a busway, to run along the section of the alignment of the former Bourne End to High Wycombe railway line from High Wycombe Railway station to its intersection with London Road. This route is identified on the Proposals Map, and integrates with development at the G Plan/Spring Gardens site, and at the High Wycombe Railway Station. The busway will serve both the northern and eastern bus corridors within the town, and represents a unique opportunity to both integrate bus and rail services, and to provide a dedicated bus route in High Wycombe.

7.61 On the remaining section of the disused railway line, as shown on the Proposals Map, the District Council wishes to safeguard the alignment for possible future public transport use, as yet unspecified. In the interim period, the District Council wishes to promote this section of the trackbed for walking and cycling.

7.62 The Bourne End to High Wycombe disused railway line has the potential to provide an attractive traffic-free link which would be valuable for both utility and leisure trips, and which could link into the National Cycle Network. This is particularly valuable given the limited opportunities, locally, for attractive foot/cycleways, reflecting the topographical constraints of the District. The route would link two railway stations serving different networks, as well as High Wycombe Town Centre and Bourne End/the Thames.

7.63 Whilst alternative public transport uses are not considered viable for the foreseeable future, and some development has already taken place over parts of the trackbed, it is considered important to protect the potential which remains in view of:

the changing context within which decisions on travel and transport are being taken;
the potential for future development which would increase the need for an alternative link between the railway stations and to High Wycombe Town Centre; and
the recommendation of the Thames Valley Multi Modal Study that further development along this alignment is prevented so that this route is preserved in the event of the case for re-instatement of a public transport route here strengthening in the future.

Proposals to change the use of the former trackbed which would prejudice the provision of an attractive foot/cycleway or a new, as yet unspecified, public transport facility, will be resisted. Proposals which, in the District Council’s view, would prejudice access to the trackbed, or which would adversely affect the potential to create attractive and practical diversions around existing developed areas of the trackbed, will also be resisted.

POLICY T9

PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENTS WHICH WOULD PREJUDICE THE CONSTRUCTION OF THE PROPOSED BUSWAY BETWEEN HIGH WYCOMBE TOWN CENTRE AND LONDON ROAD, AS DEFINED ON THE PROPOSALS MAP. THE DEVELOPMENT OF MAJOR SITES NEAR TO THE BUSWAY WILL BE REQUIRED TO PROVIDE CONVENIENT LINKS TO THE BUSWAY, IN ORDER TO MAXIMISE THE OPPORTUNITIES FOR TRAVEL BY MORE THAN ONE MODE.

POLICY T10

1. THAT PART OF THE ABANDONED RAILWAY FROM BOURNE END TO HIGH WYCOMBE, AS INDICATED ON THE PROPOSALS MAP, WILL BE SAFEGUARDED FOR POSSIBLE USE AS A FOOTPATH, CYCLEWAY OR FOR SOME FORM OF PUBLIC TRANSPORT. DEVELOPMENT PROPOSALS WHICH WOULD PREVENT SUCH FUTURE USE OR FUNCTIONS WILL BE REFUSED PLANNING PERMISSION.

2. ANY FUTURE DEVELOPMENT PROPOSALS WHICH WOULD PREVENT SUITABLE DIVERSIONS BEING CREATED IN THE COURSE OF IMPLEMENTING ANY OF THE ABOVE USES WILL BE REFUSED PLANNING PERMISSION. IN THE EVENT OF MAKING SUCH DIVERSIONS FROM THE FORMER RAILWAY TRACKBED, THE ROUTE CHOSEN WILL NOT BE SIGNIFICANTLY LESS DIRECT OR ATTRACTIVE.

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~~Railways~~

7.65 Rail can offer significant environmental advantages over road transport in terms of energy consumption, pollution, safety for the movement of large numbers of people, or the bulk movement of goods over long distances. There is considerable potential for rail to make a bigger contribution towards journeys to work in particular, as the District benefits from having good, direct rail links with both London and the Midlands. The District Council also supports, where appropriate, the movement of freight by rail, as this offers the opportunity to alleviate congestion upon the highway network. However, in deciding whether to support rail freight proposals, the District Council will give careful consideration to the impact on passenger services, and to the amenity of nearby residents.

7.66 The Chiltern Line, which is the main line running through the District, has been improved in recent years through the rebuilding of track, the introduction of new rolling stock and an increase in the speed, frequency and reliability of services. These improvements, together with the implementation of policies to restrain car use, and the provision of better passenger facilities at the District’s principal railway stations (eg, long- stay car and cycle parking and connecting bus services), will both encourage greater use of local rail, and facilitate an increase in the number of journeys made by more than one mode, in accordance with the District Council’s objectives. Proposals elsewhere in this chapter provide for a public transport interchange at High Wycombe Railway Station (Policy HW7). These examples are typical of the approach to integrated transport being encouraged by the District Council.

7.67 The District Council supports improvements to both the services at each of the District’s railway stations and to the quality of their facilities. A 1994 study of rail use in the M40 Corridor, which the District Council contributed to, found that the quality of seating, lighting, passenger information and the general environment of a station, are all significant factors in the individual’s decision to travel by rail. If public transport is to increase its modal share in accordance with the District Council’s objective, then a high standard of passenger rail service and facilities needs to be promoted.

POLICY T11

ALL DEVELOPMENT PROPOSALS, SUCH AS THE IMPROVED PARKING AND INTERCHANGE ARRANGEMENTS AT HIGH WYCOMBE STATION (POLICY HW7) WILL BE SUPPORTED IN ORDER TO MAINTAIN AND IMPROVE PASSENGER TRAIN SERVICES AND ASSOCIATED FACILITIES ON LINES PASSING THROUGH THE DISTRICT. THE PASSAGE OF FREIGHT BY RAIL WILL BE FACILITATED WHEREVER PLANNING PERMISSION IS REQUIRED, PROVIDED THAT PASSENGER LEVELS OF SERVICE AND GENERAL ENVIRONMENTAL STANDARDS ARE NOT ADVERSELY AFFECTED.

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Taxis and Private Hire Vehicles

7.68 The District Council recognises the contribution made by taxis and private hire vehicles to personal mobility. In particular, they offer flexibility for both car users and non-car users, which can help make travel by other modes possible.

7.69 The District Council will encourage the provision of facilities for taxi and private hire operators and users as appropriate, to ensure convenient access to major developments, including the provision of taxi ranks at important destinations, and at public transport interchanges.

POLICY T12

LICENSED TAXI RANKS AND (WHERE A DEMAND EXISTS FOR SUCH FACILITIES) SPACE FOR SETTING DOWN OR DROP OFF FOR PRIVATE HIRE CARS, WILL BE REQUIRED TO BE PROVIDED IN ALL MAJOR DEVELOPMENT SCHEMES, ESPECIALLY IN CONNECTION WITH FUTURE MAJOR RETAIL SHOPPING DESTINATIONS AND IN THE DESIGN AND LAYOUT OF ALL SIGNIFICANT TRANSPORT INTERCHANGE FACILITIES.

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Traffic Management and Traffic Calming

7.70 Traffic management and traffic calming schemes have an important role to play in reducing the impact of through traffic on local roads, thereby promoting calm, safe and environmentally improved conditions in streets.

7.71 Traffic calming schemes have tended to be implemented on a limited area basis. However, there is a growing recognition that such measures may have a wider application. Fundamental to most traffic calming schemes are:

restraining through traffic;
reducing traffic speeds; and
controlling parking.

The benefits which arise include the following:

the level and severity of accidents is reduced;
noise, pollution, anxiety and intimidation from traffic are reduced;
pedestrians and cyclists are encouraged, and adults and children are more comfortable to move around, and to use the street for a wider range of activities; and
the potential may arise for environmental improvements e.g. landscaping.

7.72 These principles can apply to existing or new development, or where new development would result in additional traffic on local roads.

7.73 Wherever possible, new development should be designed so that pedestrians and other users of public space are not subordinated to the needs of motorised traffic. For example, careful consideration of the design layout of a new development can result in the physical enforcement of a low speed limit, to benefit pedestrians. This approach is not restricted to new residential developments, but also, for example, to new retail or business development.

7.74 Where relevant, new development should incorporate appropriate traffic management and calming measures from the outset, and should ensure that off-site traffic does not result in unacceptable increases in the impact of traffic on local roads, or the amenities of adjoining areas.

POLICY T13

1. THE HIGHWAYS LAYOUT OF ALL NEW DEVELOPMENT WILL NEED TO MAKE ADEQUATE PRIORITY PROVISION FOR THE SAFE AND CONVENIENT MOVEMENT OF PEDESTRIANS AND CYCLISTS AS WELL AS FOR PEOPLE IN CARS. DETAILED PROPOSALS WILL ACCORDINGLY NEED, WHERE APPROPRIATE, TO PROVIDE OR SECURE BOTH ON AND OFF-SITE TRAFFIC CONTROL AND SPEED REDUCTION MEASURES IN ORDER TO:

a. ENSURE ROAD SAFETY AND TRAFFIC ACCIDENT REDUCTION;

b. ENHANCE THE ENVIRONMENTAL QUALITY OF THE AREA;

c. ENCOURAGE NON-MOTORISED OR PUBLIC TRANSPORT MODES;

d. MANAGE THE LOCATION AND DISPOSITION OF PARKING AREAS;

e. ASSURE SAFE AND DIRECT ACCESS FOR EMERGENCY VEHICLES;

f. INTEGRATE SUCH MEASURES WITH THE STREET SCENE.

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Traffic Management in Rural Areas

7.75 Traffic in rural areas is forecast to rise disproportionately as general traffic levels grow, partly because, in strict highway terms, unclassified rural roads are often found to be operating far below their theoretical capacity.

7.76 This is a land use issue in as much as rising traffic levels can, over a period of time, significantly and adversely affect rural character. Whilst the District Council acknowledges that car use will always be necessary for residents in rural areas of the District, traffic management and calming measures may be necessary in connection with new development in order to minimise the impact of this use, and may be an appropriate way of providing priority to users of non-motorised or public transport. Particular care will be needed to ensure that such measures do not in their own way adversely affect the character of the area concerned (see Landscape and Nature Conservation, and the Countryside and the Rural Economy Chapters in this Local Plan). The 1998 Environmental Guidelines for the Management of Roads in the AONB provides specific guidelines for locations in the Chilterns Area of Outstanding Natural Beauty.

POLICY T14

WHERE TRAFFIC MANAGEMENT OR CALMING MEASURES ARE INTRODUCED IN ASSOCIATION WITH RURAL DEVELOPMENT, THEY SHOULD EMPLOY MATERIALS AND DETAILING WHICH REFLECT THEIR LOCATION AND ANY INTRUSIVE RAMPING, KERBING, FENCING AND WALLING SHOULD BE AVOIDED. ROAD ACCESSES TO RURAL DEVELOPMENT SHOULD NOT BE DESIGNED IN SUCH A WAY AS TO BE DETRIMENTAL TO THE PREVAILING CHARACTER OF THE AREA; ANY TRAFFIC ENGINEERING AND SIGNING REQUIREMENTS SHOULD BE THE LEAST NECESSARY TO ENSURE THE SAFETY AND FREE FLOW OF EXISTING AND PROJECTED TRAFFIC.

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Park & Ride

7.77 Parking to serve a town centre is usually provided in, or immediately adjacent to, that centre. Park and Ride involves locating parking some distance away and using public transport for the journey to/from the centre.

7.78 Park and Ride can relieve pressure on town centre car parks, reduce the growth of traffic and congestion within a town (as part of demand management) encourage the use of public transport and can facilitate more intensive town centre development. However, it can abstract patronage from other public transport services and can adversely impact upon the local environment and amenities. In addition, most areas surrounding High Wycombe and Marlow are covered by either Green Belt or Chilterns Area of Outstanding Natural Beauty, or both. These are national designations where there are general presumptions against inappropriate and damaging developments. Revisions to PPG2, made in March 2001, provide guidance on when park and ride schemes may not be inappropriate in the Green Belt. Whether or not the advantages of any Park and Ride scheme, and lack of alternative suitable and more sustainable sites, outweigh the disadvantages requires a thorough and comprehensive assessment. Such an assessment would include consideration of the guidance set out in PPG13 and PPG2 (when sites are proposed in the Green Belt) and the provisions of the Local Transport Plan. The Council will expect there to be compatibility between any proposal and the provisions of the Local Transport Plan.

7.79 Proposals for Park and Ride have come forward in relation to High Wycombe, Saunderton (rail based) and Marlow, and have featured in the “Handy Cross Integrated Transport Study” Final report (2001). It is expected that, in due course, specific schemes will be advanced in line with the County Council’s Local Transport Plan.

7.80 No specific allocations are made in this Plan and when proposals are advanced, the case for them will be weighed against the policies applying to particular sites, and any disbenefits. The Council will seek to ensure that any proposals which are permitted support policies for town centres and transport/traffic growth reduction, and are well located so as to maximise usage whilst minimising impacts and ensuring appropriate access and bus priorities.

POLICY T15

1. ALL PROPOSALS FOR PARK AND RIDE TERMINALS AND ANY INTERMEDIATE STOPPING PLACES AND ASSOCIATED PARKING WILL NOT BE PERMITTED IN THE GREEN BELT OR CHILTERNS AONB UNLESS IT HAS BEEN DEMONSTRATED THAT NO OTHER SUITABLE SITES EXIST AND THAT THEY ARE THE MOST SUSTAINABLE LOCATIONS FOR THE EFFICIENT PROVISION OF THE SERVICE.

2. ANY PROPOSALS FOR PARK AND RIDE FACILITIES WILL BE REQUIRED TO CONFORM TO POLICIES G26, GB2 AND L1 OF THE LOCAL PLAN AND TO:

a. CONTRIBUTE TO REDUCED TRAFFIC GROWTH WITHIN THE URBAN AREA AND TO ENSURE THE CONTINUING VITALITY OF THE TOWN CENTRES;

b. BE LOCATED IN ACCESSIBLE POSITIONS RELATIVE TO THE MAIN ROAD NETWORK AND TO MAXIMISE SITE POTENTIAL IN LAYOUT AND DESIGN;

c. PROVIDE SAFE AND CONVENIENT MOVEMENT FOR PRIVATE CAR, BUS, CYCLIST AND PEDESTRIAN ACCESS AND INTERNAL CIRCULATION;

d. BE ASSOCIATED WHEREVER POSSIBLE WITH COMPREHENSIVE TRAFFIC MANAGEMENT MEASURES TO PROVIDE BUS PRIORITY MOVEMENT;

e. INTEGRATE WITH SURROUNDING RESIDENTIAL AREAS AND LANDSCAPE SETTINGS BY MEANS OF SENSITIVE LAYOUT DESIGN AND DETAILING;

f. EXCLUDE PROPOSALS FOR THE ERECTION OF BUILDINGS AND OTHER STRUCTURES WHICH ARE UNRELATED TO PASSENGER INTERCHANGE.

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Car Free and Car Reduced Housing

7.81 The District Council encourages residential development which makes the best use of accessible urban land, and will therefore promote the development of car free and car reduced housing in appropriate locations, in accordance with the guidelines as set out in Appendix 1 (Section 6) of this Local Plan.

Green Travel

7.82 Employers have an important role to play in setting the framework within which employees and visitors make travel decisions. By developing and implementing Green Travel Plans (which contain measures designed to cut down on car use), employers can play a significant role in reducing car use, and can also reduce the impact of business and visitor travel.

7.83 The 1998 Advisory Committee on Business and the Environment (ACBE) recommends that businesses develop commuter plans, and set voluntary targets that aim to reduce single person car commuting by 10%. The District Council will work in partnership with businesses to promote the development and implementation of agreed Green Travel Plans associated with major new developments within the District.

7.84 In addition, the District Council also recognises the importance of promoting safer routes to schools for walking and cycling, and will therefore require the development and implementation of Green Travel Plans where schools are new or expanding, and will resist proposals which would result in walking/cycling journeys to schools becoming more hazardous.

POLICY T16

THE DISTRICT COUNCIL WILL REQUIRE THE DEVELOPMENT AND IMPLEMENTATION OF AGREED GREEN TRAVEL PLANS AS AN INTEGRAL PART OF PLANNING PERMISSION FOR ALL NEW MAJOR NON-RESIDENTIAL DEVELOPMENT, AND IN OTHER SITUATIONS WHERE EXISTING OR FUTURE CONGESTION PROBLEMS OF A SERIOUS NATURE COULD BE MITIGATED THROUGH SUCH AN APPROACH.

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Town Centre Parking

7.85 Within the District’s town centres of High Wycombe, Marlow and Princes Risborough, the District Council will give priority to the provision of short-stay car parking to serve retail, leisure and other uses meeting the needs of the town’s catchment area (see PPG6 and PPG13). Car parking located in or on the edge of the town centres, to meet customer and visitor needs, will be expected to serve the town centre as a whole, rather than be dedicated to serving individual developments. This is in order to promote linked trips, maximise the use of parking resources, and support local transport strategies. Additional car parking requirements for each of the individual town centres of the District, where relevant, are outlined in the Town Centres Chapter of this Local Plan.

7.86 In addition, the District Council will require both the management and pricing of parking to become part of each of the towns’ public parking stock, or be co-ordinated with it, through the use of planning obligations or other agreements between land owners and the local authorities. Proposals for significant levels of dedicated car parking which independently serve specific developments, rather than the town centre as a whole, will be resisted.

7.87 Proposals for additional town centre car parking not required in connection with new development will be resisted by the District Council. Such provision will only be permitted if it can be demonstrated that it is necessary to meet the parking needs of the area as a whole, and furthers the aims of the local transport strategy. Necessary parking does not include commuter parking in this context.

POLICY T17

1. IN ORDER TO PROMOTE TRIP LINKAGE AND MAXIMISE THE USE OF TOWN CENTRE PARKING RESOURCES, PARKING PROVIDED ON-SITE FOR ANY FUTURE LAND USES WHICH WOULD ATTRACT CUSTOMERS OR VISITS FROM MEMBERS OF THE PUBLIC MAY BE REQUIRED ALSO TO SUPPORT THE LOCAL TRANSPORT STRATEGY AND MEET THE WIDER SHORT-TERM PARKING REQUIREMENTS OF THE TOWN CENTRE (AS DEFINED BY POLICY S1) RATHER THAN BE DEDICATED TO THE INDIVIDUAL DEVELOPMENT IN QUESTION.

2. FUTURE PROPOSALS FOR THE PROVISION OF PUBLIC OFF-STREET PARKING IN THE ABOVE DEFINED TOWN CENTRES, NOT SPECIFICALLY REQUIRED IN CONNECTION WITH AUTHORISED OR PROPOSED DEVELOPMENT WITHIN THE TOWN CENTRE, WILL NOT BE PERMITTED UNLESS IT CAN BE DEMONSTRATED THAT SUCH PARKING PROVISION IS BOTH NECESSARY AND GENERALLY IN ACCORD WITH THE AIMS OF THE LOCAL TRANSPORT STRATEGY.

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Road Schemes/Improvements

7.88 The County Council, as Highway Authority, is responsible for all public roads in the District, apart from the M40 and the A404 (T) south of Handy Cross (which are the responsibility of the Highways Agency).

7.89 It is the responsibility of the County Council to identify routes/junctions where improvements to the public highway may be needed in the future for transportation purposes. These are formally safeguarded by the County Council as development control and improvement lines. Although some of the schemes may not be implemented within this Local Plan period, it is important that the proposed improvement lines are safeguarded.

7.90 The District Council will not permit development that would prejudice the implementation of any of the schemes safeguarded by the County Council. They are required as improvements to the primary and major road networks, to increase road capacity and improve road safety. In recent years, congestion of the major road network has resulted in levels of traffic increasing on unsuitable minor roads, and this trend, commonly referred to as ‘rat-running’, is unacceptable from operational, safety and environmental viewpoints. The District Council will support the County Council in appropriate measures to address these problems.

7.91 The majority of the improvements outlined in Appendix 10 are not being proposed for the first time in this Local Plan. The routes have been adopted by the County Council, and in some cases, have been proposed for many years. They were previously identified in the Adopted Wycombe District Local Plan (July 1995).

7.92 Other road schemes/improvements not safeguarded by the County Council, and which have not been previously identified include the M40/A404 junction improvements at Handy Cross, and the infrastructure improvements required to enable the development of the strategic development sites outlined in this Local Plan (see Policy H2). The list of these, together with the County Council road schemes/improvements (see Appendix 10) will be monitored, and subsequently reviewed during this Local Plan period.

POLICY T18

PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENTS WHICH WOULD PREJUDICE THE CONSTRUCTION OF ROADS, ROAD IMPROVEMENT SCHEMES AND JUNCTION IMPROVEMENTS AS OUTLINED IN APPENDIX 10, THE ROUTES AND LOCATIONS OF WHICH ARE OUTLINED ON THE PROPOSALS MAP.

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Handy Cross: M40/A404 Interchange

7.93 Significant traffic congestion and pollution problems are experienced at Handy Cross (Junction 4 of the M40) roundabout, the capacity of which cannot cope with existing peak hour loads. The Highways Agency is concerned about any worsening of conditions at this junction. A report on behalf of the Government Office for the South East was published in March 2001 (dated June 2001). This proposed a number of measures and actions designed to reduce congestion and delay at Handy Cross and support the Government’s objectives for investment in the trunk road network. Some short term measures have already been completed (eg minor re-alignment of the carriageway). The main works are programmed over 2004/05 – 2006/07. The District and County Councils will continue to press for the early implementation of improvements to the Handy Cross Junction, and associated measures.

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Cressex Island

7.94 The Cressex Island site (3.3Ha in extent) is located in close proximity to the Handy Cross roundabout. Until such time as the wider transport considerations have been resolved at this junction, it is unlikely that the Cressex Island site will be able to be developed satisfactorily. The site will therefore be treated as an ‘urban landbank’ to meet future development needs; and brought into use when the highway implications for Handy Cross and the surrounding network have been satisfactorily addressed.

7.95 In the light of this, the site is not designated for a particular use at this stage. However, the District Council is concerned to make the best use of urban land and to be able to release this important urban brownfield site once the wider traffic and transport concerns have been met. Any development proposals for the site must be designed to minimise its own traffic generation and impact, and be accompanied by a wider traffic assessment. Transport improvements to facilitate the development and maximise its accessibility by public transport, cycling and walking must be addressed.

7.96 Land use designations would be made through a Review or Alteration to this Local Plan, subject to normal statutory procedures, and within the context of Structure Plan policy, which is itself subject to an emerging Regional policy framework.

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~~Motorway Service Areas~~

7.97 The Government announced in August 1992 that responsibility for the development of motorway service areas (MSAs) was to pass to the private sector. However, MSAs are still required to provide certain facilities and levels of service which include free parking for those wishing to stop and rest; petrol sales 24 hours a day; and toilets. The minimum interval between MSAs has been set by the Government at 30 miles (48 kms) though with additional services at 15 mile intervals being allowed only exceptionally and where there is a clear need for them on safety grounds. Policy T19 responds to the advice set out in the Government’s planning policy guidance for motorway services, PPG13, which requests local authorities to include guidance in their Local Plans on areas likely to be suitable, or unsuitable, for the location of MSAs.

7.98 Most of the M40 motorway in the District passes through the Green Belt. The only justification for siting an MSA within the District therefore, will be the clear need for a service area, and a lack of suitable sites elsewhere, including sites outside this District. In addition to the Green Belt, the M40 also passes through an extensive area of the Chilterns Area of Outstanding Natural Beauty (AONB). MSAs constitute major commercial developments having a considerable impact on their surroundings in terms of visual impact, noise and general disturbance, and traffic generation. Areas not subject to special landscape designations in this District are considered to be unsuitable for MSA development, due to their proximity to residential areas, their visual prominence, or need to be accessed from heavily used motorway junctions.

7.99 MSAs should have no adverse impacts upon the amenities of nearby properties, which could be subject to problems of noise and general disturbance generated by these large facilities operating at all hours. In addition, residential amenities, in particular, can be adversely affected by vehicle fumes and external lighting. Proposals for MSAs accessed from existing motorway junctions will be resisted where this would be liable to overload the capacity of that junction, or would result in additional traffic generation on surrounding roads which, in turn, could result in undue disturbance and inconvenience to communities near the motorway.

7.100 In the light of the recent opening of the Oxford Services at Wheatley in Oxfordshire, at Junction 8A of the M40, and after giving due consideration to the needs of motorway users, the District Council is of the opinion that there are no areas appropriate for motorway services within the District.

POLICY T19

1. MOTORWAY SERVICE AREAS WILL NOT BE PERMITTED IN THE GREEN BELT OR THE CHILTERNS AREA OF OUTSTANDING NATURAL BEAUTY EXCEPT WHERE THE NEED FOR THE PROPOSALS, TOGETHER WITH THE LACK OF OTHER APPROPRIATE SITES, ARE CLEARLY DEMONSTRATED. PROPOSALS FOR MOTORWAY SERVICE AREAS WILL ALSO NOT BE PERMITTED WHERE:

a. THE PROPOSAL WOULD BE DETRIMENTAL TO THE AMENITIES OF NEARBY PROPERTIES BY REASON OF NOISE, GENERAL DISTURBANCE, FUMES OR EXTERNAL LIGHTING;

b. PROPOSALS WOULD BE VISUALLY INTRUSIVE IN THE LANDSCAPE, HAVING PARTICULAR REGARD TO AREAS OF ATTRACTIVE LANDSCAPE OR LOCAL LANDSCAPE AREAS, AND THE IMPACT UPON THE SKYLINE OR VIEWS ACROSS THE COUNTRYSIDE; AND

c. IN THE CASE OF A FACILITY ACCESSED FROM AN EXISTING MOTORWAY JUNCTION, THE PROPOSAL WOULD OVERLOAD THE VEHICLE CAPACITY OF THE JUNCTION, OR WOULD RESULT IN ADDITIONAL TRAFFIC GENERATION ON THE SURROUNDING ROAD NETWORK.