HOLLANDS FARM DEVELOPMENT BRIEF

6th January 2021 to 17th February 2021

KEEP BOURNE END GREEN

CONSULTATION RESPONSE

17 February 2021

APPENDICIES

APPENDIX 1

Catesby Estates Hollands Farm pre-application consultation flyer (8 February 2021)

New Homes, Land for a Primary School and Public Open Space

Hollands Farm was removed from the Green Belt and allocated We have used the draft Development Brief to further develop for residential development by Wycombe Council in 2019. The our proposals for Hollands Farm, and have sought to work with overarching planning policy is set out in Policy BE2 of that the guidance laid out in the document to deliver the Council’s Local Plan. The allocation extends over two land ownerships. aspiration. Catesby Estates has been appointed as the land promoter for The Council public consultation on the the southern portion of the site totalling 52 acres. Development Brief ends on Wednesday 17th February 2021. Since the formal allocation the Planning Team at the Council The feedback from their public consultation and this public have been preparing a Development Brief, with input from consultation will be used to help finalise our proposals before the Parish Council and Buckinghamshire Councillors. The we submit our Outline Planning Application to the Council Development Brief is designed to guide development of for determination. the allocation. What Happens Next? Have Your Say The public consultation period for the proposals will commence on Thursday 18th February and will finish on Thursday 11th Your feedback will help shape our proposals before we submit March 2021. our planning application to . We will be submitting an Outline Planning Application later this Comments received will be compiled in a Statement of year, which will set the principles of the development. The public Community Involvement which will be submitted with our consultation website www.catesby-hollandsfarm.co.uk which planning application. Any comments you make in response details our initial proposals for the site will be available to view from to these proposals will not affect your right to comment on Thursday 18th February 2021. the planning application submitted to the Local Authority at a later stage in the process. Find Out More The Covid-19 pandemic has brought about many changes across the country, including how public consultation for new development can be carried out. How we interact and share our Please submit your comments: views has changed for at least the short to medium term and • Online via our website www.catesby-hollandsfarm.co.uk we have had to adapt our usual consultation techniques due to by completing the Have Your Say Form or the Survey Link. social distancing restrictions. These will go live on Thursday 18th February 2021. Consultation Website Live From • Via email at [email protected] Thursday 18th February 2021 • Via telephone at 01926 836910 • Or via post using the address freepost CATESBY ESTATES www.catesby-hollandsfarm.co.uk The website contains the information we would normally use at a public exhibition, along with a number of short videos on key topics that we hope you will find informative. This website The public consultation period for the proposals will will be updated on a regular basis as our proposals and our commence on Thursday 18th February and will finish on planning application for the site progresses. Thursday 11th March 2021. Road (A4094) Cores End Road (A4094)

Brook Bank (A4094)

Princes Road

Land in Other Applicant's Control

Millboard Road

Hawks Hill

CATESBY ESTATES PLC OUTLINE PLANNING APPLICATION BOUNDARY Hawks Hill

Wessex Road Harvest Hill

Heavens Lea

Hedsor Road

Our Proposals Who Are Catesby Estates? Up to 400 new homes Catesby Estates established in 1996, work closely with housebuilders, councils, local residents and other stakeholder Including 48% affordable homes groups to deliver new high quality homes and community - --/--/------facilities. Rev: Date: Description: Initial: A mix of 1 - 5 bedroom homes in-line with the Council’s Project: For many first time buyers and youngLand at Hollands people, Farm, Bourne house End prices housing mix policy are out of reach, with ever increasingDrawing: deposits and monthly 10 - Aerial Site Location Plan for Consultation Significant public open space for use by the whole payments reducing the number of owner occupiers. Find out Scale: Drawn: community more about Catesby Estates at: 1:1500@A1 AKP Date: Checked: www.catesbyestates.co.uk 23/09/2020 Land for a new one form entry primary school 0 50m 100m SCALE 1:2000N Connectivity via cycle routes and footpaths with existing adjacent residential development and local services and facilities

Range of highways improvement

Creation of new areas of planting and an increase in biodiversity along with a significant increase in tree canopy cover

We have taken all reasonable measures to present this information with due care and it is considered correct at time of printing. However, the information contained within, is subject to change without notice, and Catesby Estates plc and its employees and agents shall have no liability to the users for any loss, damage, cost or expense incurred or arising by reason of any person using or relying on this information. Changes in data protection laws (GDPR) means the rules around how companies process your personal data have changed. It does not restrict individuals sharing their personal information with third parties in a way of their choosing. This is an opportunity for you to help shape our proposals. You are not obligated to comment on the proposals, and you are welcome to submit as much or as little information as you wish using any of the feedback methods detailed within this literature. Your personal data will not be passed to any other parties. For more information on our policies visit www.catesbyestates.co.uk/catesby-policies or contact us at: 01926 836910/[email protected] APPENDIX 2

Wycombe District Council Development Capacity of Green Belt Residential Sites (20 June 2016) – Extract

Site Assessments

Development Capacity of Green Belt residential sites

Final 20/06/16 Green Belt Site Assessments Development Capacity

Notes regarding the assessments:

The assessments were carried out in May - June 2016 by Chris Kennet and Jonathan Crowhurst of Council.

Their purpose was to provide high-level development capacity advice for the various sites identified.

The assessments include a detailed summary for each site setting out:

 site constraints;  potential place-making features that the development could take advantage of;  details of development capacity in terms of a range of dwelling numbers and density; and  a sketch plan showing an indicative layout.

It should be noted that this assessment is for high-level development capacity setting purposes only and further assessment work will be required to confirm the conclusions reached and finalise the urban design principles for each site. This study has been undertaken in parallel with and informed by the landscape assessment work also undertaken for these sites.

The site area quoted includes all the land within the site boundaries.

Density figures quoted are net density (dwellings per hectare of residential development land excluding areas of open space and significant access routes on larger sites) but do not take account of any site-specific requirements regarding dwelling type or mix. On larger sites the density quoted is an average figure over the whole site. Densities in different areas of the site may vary to meet good urban design principles.

June 2016 Page 2 of 17 Green Belt Site Assessments Development Capacity

Summary of development capacities for the sites assessed Site Overall area Residential area Dph* Approx (Ha) dwelling (Ha) numbers

Tralee Farm SHZ0035 14.05 8 35 280

Hollands Farm 58aii /SBE0027+SBE0028 23.6 14.28 30 428

Booker SHW0462 1.78 1.44 30 43

Greens Farm SHW0633 2.25 1.30 30 39

Seymour Court Road SMA0105 0.3 0.2 30 6

Clappins Lane SNH0019 2.24 1.65 35 58

* Density figure here is net density (dwellings per hectare of residential development land)

June 2016 Page 3 of 17 Green Belt Site Assessments Development Capacity Hollands Farm, Bourne End (58aii SBE0027 SBE0028)

Site constraints/ issues

 Site access  Existing footpaths across the site  Residential boundaries to north and south which have shallow rear gardens in places and in some places limited screening  Conservation area along the southern boundary with some tight residential relationships  Industrial area to the west which as well as being visually unattractive could create noise impacts for the new residential areas  Maintaining visual separation and the setting of and Harvest Hill  Existing trees/ hedgerows within the site

Place making/ Character

 Conservation area to the south may provide some character and context to draw on in the design of the new development  Rural and Sylvian character to the west

Development capacity

Site area: 23.6Ha

Assuming a density of 30dph this site could accommodate 428 dwellings (range 25-35dph: 355 -500) with about 60% of the site area developed (14.28 Ha).

A site of this size would need to provide some strategic as well as local open space. Assuming development levels given above approximately 5.22 Ha of open space would need to be provided on site.

This has been located along the boundary with the industrial area and residential areas to the west and north to both help ease these relationships and provide strategic north/ south/ east west footpath links

June 2016 Page 7 of 17 Green Belt Site Assessments Development Capacity Hollands Farm, Bourne End (58aii SBE0027 SBE0028)

Key issues to resolve

 Extent of buffer required to maintain separation with Hedsor/ Harvest Hill and appropriate treatment of the buffer – the plan shows creation of new tree belts to reinforce the separation  Treatment of boundary with Conservation area – the plan shows a footpath link and planting along this boundary to ease the relationship  Incorporation or diversion of existing footpaths along the newly created open space  Treatment of access points into the site and whether these should link together to provide new vehicular routes through the development  Type and nature of strategic open space provided on site  Integration of existing hedgerows into the new layout

June 2016 Page 8 of 17 Green Belt Site Assessments Development Capacity Hollands Farm, Bourne End (58aii SBE0027 SBE0028)

Indicative development areas:

.

June 2016 Page 9 of 17 APPENDIX 3

KBEG Analysis of housing delivery in Bourne End and (January 2021)

Keep Bourne End Green (KBEG)

Analysis of housing delivery in Bourne End and Wooburn

January 2021

KBEG, Analysis of housing delivery in Bourne End and Wooburn

Application # Address Description Residential Employment Spaces Gross Lost Net Class Loss Gain (m2) (m2) 13/05826/MINAMD Site Of Tudor Lea Ferry Lane Proposed non-material amendment to permission for erection of a 1 1 0 Bourne End Buckinghamshire detached 9-bed dwelling & linked building comprising boat house & gymnasium with guest accommodation over, swimming pool with associated plant room & changing rooms, workshop/garden store/double garage with staff accommodation over & detached double garage (alternative scheme to planning approval 07/07820/FUL) granted under planning ref. 11/07427/FUL 13/05946/REN The Stable Harvest Hill Hedsor Proposed extension of time limit to permission granted under ref: 1 0 1 Buckinghamshire SL8 5JJ 10/06674/FUL for "Demolition of existing stables and erection of six bedroom dwelling with detached garage with staff accomodation above (alternative scheme to PP 08/06228/FUL & 09/06537/FUL) 13/06198/FUL Land Adjacent To White Friars Erection of 1 x detached 3 bed dwelling with associated acces 1 0 1 Farm Road Bourne End Buckinghamshire SL8 5RB 13/06214/MINAMD Land At 18 And Rear Of 10-16 Proposed non-material to permission for erection of 1 x 4 bed 1 0 1 Abbey Road Bourne End detached dwelling with detached double garage and associates Buckinghamshire access (alternative scheme to pp 08/07630/FUL) granted under planning ref: 11/07350/FUL 13/07109/PAJ Astor House Station Road Prior notification application (Class J) for change of use of existing 10 0 10 B1(a) 544 Bourne End Buckinghamshire building falling within Class B1(a) (offices) to Class C3 SL8 5YP (dwellinghouses) - 1 x studio flat, 7 x 1 bed flats and 2 x 2 bed flat 13/07282/MINAMD Site Of Harwin Harvest Hill Proposed non-material amendment to permission for the erection of 1 1 0 Hedsor Buckinghamshire SL8 replacement detached 5 bed house following the demolition of the 5JJ existing house with modified vehicle and pedestrian access granted under planning ref. 11/06507/FUL 13/07357/FUL Land Rear Of Bramley Gardens Erection of 1 x 2 bed and 1 x 1 bed apartments, 8 x 3 bed and 2 x 4 12 0 12 Bourne End Buckinghamshire bed dwellinghouses (12 in total) with associated access road, parking, turning, landscaping creation of 2 x parking bays for 1 & 2 Bramley Gardens (part retrospective) 13/07541/PAJ Brook House 3 Oakfield Road Prior notification application (Class J) for change of use of existing 1 0 1 B1(a) 77 Bourne End Buckinghamshire building falling within Class B1(a) (offices) to Class C3 SL8 5QN (dwellinghouses) 13/07572/PAJ Edward House Cores End Road Prior notification application (Class J) for change of use of existing 3 0 3 B1(a) 98 Bourne End Buckinghamshire building falling within Class B1(a) (offices) to Class C3 SL8 5AL (dwellinghouses) to create 3 x Class C3 houses 14/05792/FUL Ayoush Hedsor Road Bourne Amendments to Plot 1 of permission 13/05548/FUL and 1 0 1 End Buckinghamshire SL8 5DH 13/05549/CAC to allow the full demolition of existing building and erection of 1 x 3 bed dwelling 14/05901/FUL Water Meadow The Drive Demolition of existing 3 bed bungalow and erection of a replacement 1 1 0 Bourne End Buckinghamshire 3 bed dwelling SL8 5RE

2

KBEG, Analysis of housing delivery in Bourne End and Wooburn

14/06107/MINAMD Site Of Former Ayoush Proposed non-material amendment to permission for Conversion of 2 1 1 A3 240 Restaurant Hedsor Road Bourne Ayoush restaurant ( former Emperor of India) to detached house , End Buckinghamshire demolition of extensions and outbuildings and erection of 2 x new detached cottages granted under 13/05548/FUL 13/07101/FUL Rose Cottages Old Moor Lane Conversion of two semi detached dwellings into 1 dwelling 1 2 -1 Buckinghamshire HP10 0NA 13/07353/FUL Land Between 41 & 43 Demolition of No. 51 Wycombe Lane to provide new access onto 1 0 1 Wycombe Lane Wooburn Green Wycombe Lane and erection of 1 x 3 bed dwelling Buckinghamshire HP10 0HD 13/08064/FUL Land At 4 Goodwin Meadows Erection of detached chalet bungalow type 2-bed dwelling, creation 1 0 1 Wooburn Green of hardstanding to front & new access Buckinghamshire HP10 0AT 14/05034/MINAMD Dismantled Railway Line Rear Proposed non-material amendment to permission for demolition of 26 1 25 Of 33 To 125 Wycombe Lane 51 Wycombe Lane and Erection of 6 pairs of 3-bed semi-detached Wooburn Green dwellings, 4x2-bed and 2x2 bed flats in 2 blocks, 6x2 bed and 2x1 Buckinghamshire bed flats in 1 block with creation of new access onto Wycombe Lane and associated car parking & landscaping and creation of 3 metre wide cycle and footpath route through site to Red Lion Way granted under planning ref: 12/05444/FUL 14/05340/FUL The Barn Manor Gardens Conversion of existing barn to 1 x 3 bed and 1 x 2 bed dwellings with 2 0 2 Wooburn Green insertion of rooflights and windows and internal additions Buckinghamshire HP10 0EA 14/06856/FUL The Heart In Hand Cores End Change of use of existing Public House to 1 x 4 bed dwelling with 1 1 0 A4 260 Road Bourne End associated internal and external alterations and new pitched roof Buckinghamshire SL8 5HH over existing rear extension 14/07048/FUL Orchard House Spring Gardens Conversion of 4 existing bedsits to 4 x 1 bed apartments on the 4 1 3 Bourne End Buckinghamshire ground floor of Orchard house SL8 5JU 14/07512/FUL 2 Spade Oak Meadow Bourne Demolition of existing dwelling and erection of two storey 5-bed 1 1 0 End Buckinghamshire SL8 5PT dwelling with integral double garage 14/08045/PAJ Technology House Furlong Prior notification application (Class J) for change of use of existing 16 0 16 B1(a) 1,241 Road Bourne End building falling within Class B1(a) (offices) to Class C3 Buckinghamshire SL8 5AJ (dwellinghouses) to create 16 residential units 14/08179/FUL ATS Euromaster Station Road Change of use of existing one bed flat above garage from ancillary 1 0 1 Bourne End Buckinghamshire accommodation to garage to C3 independant dwelling with SL8 5QB alterations (retrospective) 15/05407/FUL 11 Claytons Meadow Bourne Demolition of existing dwelling and erection of 2 x 5 bed dwellings 2 1 1 End Buckinghamshire SL8 5DQ with associated parking and landscaping 15/05510/PAMB Harvest Close Barn Hedsor Prior notification application (Class Q and formerly Class MB) for 1 0 1 Towers Harvest Hill Hedsor change of use of existing agricultural building to a dwellinghouse Buckinghamshire SL8 5JJ (Use Class C3) and associated operational development 15/06044/FUL Kilnside Harvest Hill Hedsor Demolition of existing dwelling and garage and erection of 1 1 0 Buckinghamshire SL8 5JJ replacement 6 bed dwelling with attached triple garage and associated landscaping and external works 14/06577/PAJ Units 4 To 5 Wycombe 3 Prior notification application (Class J) for change of use of existing 12 0 12 B1(a) 734 Boundary Road Loudwater building falling within Class B1(a) (offices) to Class C3 Buckinghamshire HP10 9QT (dwellinghouses) to create 8 x 2 bed and 4 x 1 bed apartments

3

KBEG, Analysis of housing delivery in Bourne End and Wooburn

14/06876/PAJ 24 Wycombe Lane Wooburn Prior notification application (Class J) for change of use of existing 2 0 2 B1(a) 77 Green Buckinghamshire HP10 building falling within Class B1(a) (offices) to Class C3 0HE (dwellinghouses) to create 2 x 1 bed flats 14/07278/CLE 33 Wycombe Lane Wooburn Certificate of lawfulness for existing conversion of the building to 2 x 3 1 2 Green Buckinghamshire HP10 1 bedroom residential flats and 1 x 2 bedroom residential house as 0HD shown on drawing number CPT/1408/1 attached to this certificate. 15/05505/FUL Land Adjacent To: Paddock Erection of 1 x 3 bed detached house with associated parking and 1 0 1 View Rivers Edge Wooburn landscaping. Green Buckinghamshire HP10 0AQ 15/06327/MINAMD Rowan Water 1 Spade Oak Proposed non-material amendment to permission for Demolition of 1 1 0 Meadow Bourne End existing dwelling and erection of 1 x 4 bed detached dwelling with Buckinghamshire SL8 5PT integral garage granted under 15/05057/FUL 15/06834/FUL 1 New Road Bourne End Erection of 1 x 3 bed attached dwelling with associated parking 1 0 1 Buckinghamshire SL8 5BQ 15/06838/FUL St Margarets Abney Court Drive Demolition of existing dwelling and erection of 1 x 4 bed detached 1 1 0 Bourne End Buckinghamshire dwelling with attached triple garage with annexe accommodation SL8 5DL over, associated landscaping and external works / alterations. 15/06965/FUL 33 - 35 The Parade Bourne End Change of use with demolition of existing B1 (Storage) building and 1 0 1 B1 79 Buckinghamshire SL8 5SB garage to rear to C3 with erection of new detached 3-bed dwelling (Storage house with creation of parking area and bin/cycle stores ) 15/07331/PNP3O Riverside House Furlong Road Prior notification application (Part 3, Class O) for change of use of 12 0 12 B1(a) 1,241 Bourne End Buckinghamshire existing building falling within Class B1(a) (offices) to Class C3 SL8 5AJ (dwellinghouses). 15/07999/MINAMD Rosemead Riversdale Bourne Proposed non material amendment for the demolition of an existing 1 1 0 End Buckinghamshire SL8 5EB bungalow and detached garage and erection of a replacement two storey 4 bed dwelling granted under planning permission 14/07259/FUL 15/08090/MINAMD Water Meadow The Drive Demolition of existing 3 bed bungalow and erection of a replacement 1 1 0 Bourne End Buckinghamshire 3 bed dwelling SL8 5RE 15/08293/FUL The Old Bakery Station Road Change of use from Use Class A1 (shop) to provide 2 x self- 2 0 2 A1 101 Bourne End Buckinghamshire contained one bedroom flats with associated external alterations, SL8 5QA parking and landscaping 16/05341/MINAMD The Firefly Station Road Bourne Erection of 7x 2 bed and 2x 3 bed flats facing Station Road and 1 x 3 10 0 10 A4 280 End Buckinghamshire SL8 5QH bedroom house facing Southbourne Drive with associated parking 16/05469/MINAMD Riverside House Furlong Road Construction of 4 x dormer windows and roof lights to provide x4 x 1- 4 0 4 Bourne End Buckinghamshire bed apartments & provision of cycle stores SL8 5AJ 16/05721/CLP 37 - 39 The Parade Bourne End Certificate of lawfulness for proposed change of use of first floor from 2 0 2 A1 108 Buckinghamshire SL8 5SB A1 (Retail) to C3 (Residential) retaining A1 (Retail) at ground floor 15/06369/CLE The Manor House Annexe Certificate of lawfulness for existing use of an Annexe as a self- 1 0 1 Manor Gardens Wooburn Green contained independent residential dwelling (in the physical form Buckinghamshire HP10 0EA shown edged in green on attached drawing number 5493 1A) 16/06471/FUL House In The Wood Hawks Hill Demolition of the existing dwelling and erection of replacement 1 1 0 Bourne End Buckinghamshire dwelling SL8 5JH

4

KBEG, Analysis of housing delivery in Bourne End and Wooburn

16/06770/MINAMD Land Rear Of 12 Oakfield Road Proposed non-material amendment to permission for Erection of a 25 0 25 B1(a) 619 And Former Parade Court three storey building comprising 25 retirement apartments including Marlow Road Bourne End communal facilities and a retail (Class A1) shop, all with associated Buckinghamshire car parking, delivery lay-by, accesses, landscaping and ancillary facilities granted under 13/08109/FUL 16/07266/MINAMD 1 New Road Bourne End Erection of 1 x 3 bed attached dwelling with associated parking 1 0 1 Buckinghamshire SL8 5BQ 16/07347/FUL Formoso And Land Adjacent Demolition of Formoso and erection of 4 x detached dwellings with 4 1 3 Formoso Kiln Lane Bourne End associated garages (3 x 5 bed and 1 x 4 bed) and stopping up of Buckinghamshire SL8 5JE vehicular access to Grassy Lane. 16/07527/FUL Bungalow The Old Malt House Demolition of existing bungalow & erection of a 3-bed replacement 1 1 0 Marlow Road Bourne End bungalow with retention of existing garage Buckinghamshire SL8 5PL 16/08109/FUL Well End Lodge Chapman Lane Erection of detached two storey 5-bed dwelling & bin stores with 1 0 1 Bourne End Buckinghamshire creation of new access from Chapman Lane SL8 5PA 16/08165/FUL Herons Rest Hedsor Road Erection of 2 x 6-bed detached dwellings & 1 x 4-bed detached 3 0 3 Bourne End Buckinghamshire dwelling following removal of existing buildings with associated car SL8 5DP parking and creation of new access from Hedsor Road 16/08436/FUL Sheerwater Lockbridge Road emolition of existing bungalow and erection of 1 x 4 bed detached 1 1 0 Bourne End Buckinghamshire dwelling associated external alterations incorporating landscaping, SL8 5QT creation of new access and alterations to existing parking 17/05108/MINAMD Car Park Adjacent To 65 Change of use from car park & erection of three 2-storey detached 3 0 3 Furlong Road Bourne End 3-bed dwelling houses with associated landscape, car parking & Buckinghamshire SL8 5AG access 17/05445/MINAMD 33 - 35 The Parade Bourne End Proposed non-material amendment to permission for change of use 3 1 2 Buckinghamshire SL8 5SB of existing flat above shop, incorporating construction of roof extensions/alterations, to create 3 x 1 bed flats with erection of railings to first floor front creating balcony area and construction of new dormer window to rear with insertion of one velux rooflight to side granted under planning ref 15/06964/FUL 16/05845/FUL Land Adjacent To: Paddock Erection of 1 x 3 bedroom detached house with parking space and 1 0 1 View Rivers Edge Wooburn private garden (alternative scheme to pp 15/05505/FUL) Green Buckinghamshire HP10 0AQ 16/05951/FUL 9 & 10 Watery Lane Wooburn Demolition of existing damaged properties and construction of 2 x 2 2 0 2 Green Buckinghamshire HP10 bed replacement dwellinghouses. 0NE 16/06138/FUL 62 Wycombe Lane Wooburn Conversion of existing 1 x 5 bed dwelling to create 1 x 2 bed & 1 x 3 2 1 1 Green Buckinghamshire HP10 bed dwellings 0HE 16/07281/FUL Lincoln House Brookfield Road Conversion of flats 2 & 3 from 2 x 1-bed flats to create 1 x 2-bed flat 2 2 0 Wooburn Green & change of use of ground floor residential lounge & kitchen to 1 x 1- Buckinghamshire bed flat, alterations to car parking and provision of two new secure cycle stores to side 16/07302/MINAMD Fairway 1 Wash Hill Lea Proposed non-material amendment to permission for demolition of 2 1 1 Wooburn Green existing dwelling & associated outbuildings, erection of a pair of Buckinghamshire HP10 0JD semi-detached 4-bed dwellings with rooms in basement & sunken

5

KBEG, Analysis of housing delivery in Bourne End and Wooburn

terrace area to rear, creation of new access & parking area granted under planning ref 15/07053/FUL 16/07355/FUL 35 The Green Wooburn Green Demolition of the existing dwelling and the erection of a terrace of 7 1 6 Buckinghamshire HP10 0EU three two-storey cottages and a separate building comprising four one-bedroom apartments together with parking and amenity space 16/08257/FUL The Heights Erection of replacement 1 x 5 bed dwelling retaining existing front 1 1 0 Wooburn Common elevation and associated external alterations together with a first Buckinghamshire HP10 0JP floor extension and external staircase to existing garage to create a self-contained first studio ancillary to main dwelling (part retrospective) 17/05638/PNP3O Chiltern House 24 Wycombe Prior notification application (Part 3, Class O) for change of use of 2 0 2 B1(a) 73 Lane Wooburn Green ground floor falling within Class B1(a) (Offices) to Class C3 Buckinghamshire HP10 0HE (Dwellinghouses) to create 2 x 1 bed flats and refurbishment to existing first floor flat 17/05972/FUL Land North Of Comino House Erection of 3 storey building comprising 4 x 2 bed and 1 x 1 bed flats 5 0 5 Furlong Road Bourne End together with undercroft car parking, cycle parking and bin storage Buckinghamshire along with associated amenity space and landscaping 17/05986/FUL 15 Waborne Road Bourne End Demolition of existing utility room & outbuildings and erection of 1 x 3 1 0 1 Buckinghamshire SL8 5LL bed detached dwelling with detached single garage and associated external alterations / works. Creation of new access onto Waborne Road incorporating dropped kerb. 17/06555/MINAMD Site Of 86 To 88 The Parade Proposed non-material amendment to permission for redevelopment 3 0 3 Bourne End Buckinghamshire of the site comprising erection of a building providing retail use (Class A1) at ground floor and 2x2 bed and 2 x 1 bed flats over granted under planning ref: 14/07100/VCDN 17/06679/FUL 1 Burnham Close Bourne End Demolition of existing garage and erection of 2 x 2 bed linked chalet 2 0 2 Buckinghamshire SL8 5ST bungalows with new access drive and parking. 17/07068/PNP3O Station Court Station Road Prior notification application (Part 3, Class O) for change of use of 6 0 6 B1(a) 466 Bourne End Buckinghamshire existing building falling within Class B1(a) (office) to Class C3 (dwellinghouse) to create 6 dwellings 17/07162/FUL 9 Waborne Road Bourne End Erection of attached 2 bed two storey dwelling and construction of 1 0 1 Buckinghamshire SL8 5LL first floor rear extension to No.9 Waborne Road. Dropped kerb and creation of driveway to serve both dwellings and associated parking provision. 17/07288/FUL 4 - 6 The Parade Bourne End Demolition of existing first floor and construction of part first and part 4 1 3 Buckinghamshire SL8 5SY second floors to accommodate 4 flats (2 x 2 bed, 1 x 1 bed & 1 x studio) with ancillary facilities with bike and bin store on ground floor and new access stair from ground & first floor communal area. 17/07343/MINAMD Riverside Riversdale Bourne Proposed non-material amendment to permission for erection of 1 1 0 End Buckinghamshire SL8 5EB replacement 4 bed dwelling, retention and alterations to existing boathouse, new detached garage and associated external alterations granted under 14/06488/FUL 17/07352/FUL Land At Rear Of Hedsor Stud Erection of 6 x 5 bed detached dwellings and garages, together with 6 0 6 Harvest Hill Hedsor associated access, landscaping and parking Buckinghamshire 17/07528/FUL Station Court Station Road Erection of a mansard roof extension to provide 2 x 2 bed flats, 2 0 2 Bourne End Buckinghamshire including associated car and cycle parking, bin storage and landscaping works

6

KBEG, Analysis of housing delivery in Bourne End and Wooburn

17/07747/FUL Timsah Riverside Bourne End Demolition of existing bungalow and erection of replacement 1 x 3 1 1 0 Buckinghamshire SL8 5RF bed bungalow 17/08219/FUL Land Between Station Court And Erection of three storey building containing 3 x 2 bed apartments 3 0 3 Station House Station Road with associated parking (alternative to scheme approved under Bourne End Buckinghamshire 16/07113/FUL) 18/05520/FUL 40 - 42 The Parade Bourne End Change of use of from Class A2 to a mixed use of A3 (Restaurant) 1 0 1 A2 60 Buckinghamshire SL8 5SU and A5 (take away) at ground floor and 1 x 2 bed flat at first floor, together with erection of a single storey rear extension, new shop front and flue 17/06134/FUL Alvista Wooburn Demolition of existing dwelling and erection of detached 2-bed (and 1 1 0 Common Buckinghamshire study room) chalet style dwelling with integral garage HP10 0JG 17/06268/FUL 2 Old Vicarage Way Wooburn Raising of roof & erection of new access stairs to first floor rear & 1 0 1 Green Buckinghamshire HP10 new front porch with alterations to existing house to facilitate creation 0QS of additional 2-bed dwelling 17/06580/FUL 2 Thomas Road Wooburn Erection of two storey side extension & refurbishment of existing 0 0 0 B8 1,040 Industrial Estate Wooburn Green industrial unit and subdivision to three individual units with Buckinghamshire HP10 0PR installation of mezzanines floor to each unit to provide 5,153m2 of B8 Use, including landscaping & parkin 17/07066/CLE Basement Flat 20 Wycombe Certificate of lawfulness for existing use of the basement as a self- 1 0 1 Lane Wooburn Green contained independent flat in the form shown on the plan marked Buckinghamshire HP10 0HE WDC2 17/07630/MINAMD White Stile Wash Hill Wooburn Proposed non-material amendment to permission for erection of two 1 0 1 Green Buckinghamshire HP10 storey 5-bedroom detached dwelling with attached double garage 0JB granted under planning ref 15/08020/FUL 17/06408/FUL Erection of detached 3-bed Erection of detached 3-bed dwelling creation of parking & extension 1 0 1 dwelling creation of parking & to dropped kerb extension to dropped kerb (alternative scheme to pp 17/06408/FUL) 18/05978/FUL Hill House Harvest Hill Hedsor Demolition of existing dwelling and erection of replacement 6 bed 1 1 0 Buckinghamshire SL8 5JJ detached dwelling with detached garage to front 18/06460/FUL 53 The Parade Bourne End Conversion of first and second floors from (B1) offices to C3 2 0 2 B1(a) 103 Buckinghamshire SL8 5SB (Residential) with insertion of two dormer windows & a velux roof light to rear & alteration to existing front dormers with addition of juliet balconies creating 2 x 1-bed self-contained flats 18/07172/NOTR Billinghurst Stud Harvest Hill Notification (Part 3, Class R) for change of use of 150 sqm of 0 0 0 B8 150 Hedsor Buckinghamshire SL8 agricultural building to a flexible use falling within use class B8 (Storage 5JJ (Storage & Distribution) & Distributi on) 18/07572/MINAMD Wharf Business Centre Wharf Proposed non-material amendment to permission for demolition of 21 0 21 B2 1,071 Lane Bourne End existing buildings and erection of a 2.5-storey block of sheltered Buckinghamshire SL8 5RU housing for the elderly comprising 21 apartments (3 x one bedroom apartments and 18 x two bedroom apartments) with communal owners lounge and concierge office; associated parking space, refuse bin store, electric pavement buggies/cycle store and

7

KBEG, Analysis of housing delivery in Bourne End and Wooburn

modification of existing vehicular/pedestrian access onto Wharf Lane granted under planning ref: 17/05241/FUL 18/07772/PNP3O St Marks House 1 Station Road Prior notification application (Part 3, Class O) for change of use of 17 0 17 B1(a) 528 Bourne End Buckinghamshire existing building falling within Class B1(a) (Offices) to Class C3 SL8 5QF (Dwellings) to create 17 residential units 18/08169/PNP3R Billinghurst Stud Harvest Hill Prior Notification (Part 3, Class R) for change of use of 351 sqm of 0 0 0 B8 351 Hedsor Buckinghamshire SL8 agricultural building to a flexible use falling within use class B8 (Storage 5JJ (Storage & Distribution) & Distributi on) 18/06917/FUL Unit A 2 Thomas Road Wooburn Change of use of Unit A to allow use classes B1c (light industry) 0 0 0 B1(c) 1,526 Industrial Estate Wooburn Green and/or B8 (storage & distribution) Buckinghamshire HP10 0PR 18/06917/FUL Unit A 2 Thomas Road Wooburn Change of use of Unit A to allow use classes B1c (light industry) 0 0 0 B8 1,526 Industrial Estate Wooburn Green and/or B8 (storage & distribution) Buckinghamshire HP10 0PR 18/07807/FUL Cumbrae Hibberts Meadow Demolition of the existing dwelling, erection of a two 2-storey block 10 1 9 Wooburn Green comprising 4 x 2-bed flats and a two storey block comprising 2 x 2- Buckinghamshire HP10 0AN bed and 4 x 1-bed flats (total of 10 flats) with cycle and bin storage, 16 parking spaces and associated landscaping 18/07939/FUL 2 & 3 Wash Hill Lea Wooburn Demolition of 2 & 3 Wash Hill Lea, erection of 1 x detached 5 bed 3 2 1 Green Buckinghamshire HP10 dwellinghouse and pair of semi-detached 5 bed dwellinghouses with 0JD forecourt car parking and associated alterations 18/08173/FUL 17 Mayfield Road Wooburn Demolition of existing attached garage and construction of two 1 0 1 Green Buckinghamshire HP10 storey side extension to create a 1 x 3 bed semi-detached dwelling 0HG including creation of new access's and front parking to both properties from Mayfield Road, and construction of attached garage to existing property 19/05986/FUL 2 Blind Lane Bourne End Erection of a detached 2-bed dwelling to rear with detached 1 0 1 Buckinghamshire SL8 5JX carport/store, associated car parking & dropped kerb 19/06614/FUL Cortegar Wharf Lane Bourne Erection of two storey side/rear extension & single storey side 2 1 1 End Buckinghamshire SL8 5RU extension to create 1 x 4-bed dwelling and 1 x 5-bed dwelling with associated bin & cycle stores & car parking with widening of existing access 19/07068/FUL Land On North Side Edwards Erection of two detached dwellings with access, parking and amenity 2 0 2 Court & Rear Of 39 & 41 Furlong space Road Bourne End Buckinghamshire 19/07364/FUL Sunrise House Harvest Hill Demolition of existing dwelling , garages and studio and erection of 2 2 1 1 Hedsor Buckinghamshire SL8 x detached dwellings with associated garaging and alterations to 5JJ existing access points 19/07736/MINAMD 2 Burnham Close Bourne End Proposed non-material amendment to permission for Demolition of 2 0 2 Buckinghamshire SL8 5ST existing garage to 2 Burnham Close, erection of a pair of semi detached 3 bed chalet bungalows, new access drive, parking and garaging to No 1 & No 2 Burnham Close granted under planning ref: 18/07344/FUL 20/05266/FUL Thames Side Mooring Riverside Erection of 1 x replacement dwelling with associated parking 1 1 0 Bourne End Buckinghamshire

8

KBEG, Analysis of housing delivery in Bourne End and Wooburn

20/05616/FUL 39 Furlong Road Bourne End Erection of two-storey extension to existing dwelling and sub-division 1 0 1 Buckinghamshire SL8 5AG to form new two bedroom dwelling with parking and amenity space 20/05783/PNP3O Sutherland House 3 Dukes Prior notification application (Part 3 Class O) for change of use of 46 0 46 B1(a) 2,537 Meadow Millboard Road Bourne building falling within Use Class B1(a) (Offices) to Use Class C3 End Buckinghamshire SL8 5XF (Dwellinghouses) with creation of 21 x 1-bedroom apartments and 25 x 2-bedroom apartments, a total of 46 apartments 19/06335/FUL Land To Rear Of 171 Boundary Erection of a detached 1-bed dwelling to the rear of 171 Boundary 1 0 1 Road Wooburn Green Road with creation of parking area & accessed via existing access Buckinghamshire HP10 0DL from Boundary Road (alternative scheme to pp 18/07550/FUL) 19/06867/FUL 62 Wycombe Lane Wooburn Construction of hip to gable roof extension and rear dormer window, 3 1 2 Green Buckinghamshire HP10 insertion of 4 x front rooflights in connection with loft conversion, 0HE single storey rear extension and alterations to fenestration. Subdivision of existing dwelling to form 2 x 1 bed and 2 x 2 bed flats, including associated external alterations, parking and landscaping; cycle storage and waste storage. 19/07225/FUL 144 Wycombe Lane Wooburn Demolition of existing buildings and construction of 7 x 7 0 7 A1 357 Green Buckinghamshire HP10 dwellinghouses, public realm and footpath improvements, soft 0HH landscaping, amenity space, car parking and revised access 19/07981/FUL 10 Wycombe Lane Wooburn Demolition of existing buildings and erection of a 3 storey block of 44 0 44 B2 1,200 Green Buckinghamshire HP10 sheltered housing for the elderly with mezzanine accommodation in 0HE the roofspace comprising 44 x 1-bed & 2 bed apartments with communal owners lounge, guest suite and concierge office; associated parking space, refuse bin store, electric pavement buggies/cycle store and modification of existing vehicular/pedestrian access onto Wycombe Lane and new access to garages rear of 4 to 8 Wycombe Lane to allow efficient use of roof space, improve internal arrangements, changes to parking and improve service access to existing electricity sub station (Alternative scheme to PP/ 17/06861/FUL) (Amended plans received) 20/05514/MINAMD Slate Meadow Stratford Drive Proposed non-material amendment to permission for Outline 150 0 150 Wooburn Green application (all matters reserved) for the development of up to 150 Buckinghamshire dwellings (including affordable homes), accessed off Stratford Drive, together with ancillary infrastructure including the provision of public open space, parking and circulation facilities and the management and protection of the water and ecological environments granted under planning ref: 18/05597/OUT 20/05346/FUL 13 Chalklands Bourne End Demolition of existing bungalow and erection of 1 x 3 bed detached 1 1 0 Buckinghamshire SL8 5TQ dwelling 20/05896/FUL Colliers Farm Nursery New Demolition of existing commercial buildings and erection of 1 x 1 0 1 Road Bourne End residential dwelling with associated parking Buckinghamshire SL8 5BZ 20/06030/PNP3O Temple House 1 Regatta Place Prior notification application (Part 3, Class O) for change of use of 4 0 4 B1(a) 241 Marlow Road Bourne End existing office (use class B1a) to residential (use class C3) to form 4 Buckinghamshire SL8 5TD x 1-bed apartments 20/07603/PNP3O Comino House Furlong Road Prior notification application (Part 3, Class O) for change of use of 11 0 11 B1(a) 675 Bourne End Buckinghamshire existing building falling within Class B1(a) (Offices) to Class C3 SL8 5AQ (Dwellings) to create 8 x 1-bed flats, 2 x 2-bed flats and 1 x 3-bed flat (11 x flats in total)

9

KBEG, Analysis of housing delivery in Bourne End and Wooburn

20/07836/PNP3O Crosby House Furlong Road Prior notification application (Part 3, Class O) for change of use of 16 0 16 B1(a) 1,148 Bourne End Buckinghamshire existing building falling within Class B1(a) (offices) to Class C3 SL8 5AJ (dwellinghouses) to create 16 residential units

TOTAL 601 41 560 15,683 3,067

10

APPENDIX 4

KBEG Assessment of housing densities across Bourne End and Wooburn (January 2021)

Housing Density Assessment

Keep Bourne End Green (KBEG)

Housing Density Assessment for Bourne End and Wooburn January 2021

The following presents the summary output from an audit of the housing densities in the identified character areas around Bourne End and Wooburn.

The audit grouped similar streets or areas together which have a distinct character, feel and appearance according to architectural style, layout, form and build date. The net development size of each area was measured and letterboxes were counted using government Council Tax records.

1

Housing Density Assessment

Bourne End Housing Area Area (ha) Houses DPH Riversdale, Riverside Road, Andrews Reach/Jeffries 32.33 155 4.79 Court/Abney Court Drive/Camden Place (partial) Furlong Road, Bramley Gardens, Station Road (part) 6.07 161 26.52 Claytons Meadow, Walnut Way, Lower Hedsor Road (part) 2.41 33 13.69 Fieldhead Gardens, station road (part) / Camden Place (partial) 3.08 78 25.32 Station Road 3.5 56 16.00 The Drive, The Avenue, Farm Road, Lockbridge Road, Sailing 20.5 100 4.88 Club Road, Oakfield Road Southbourne Drive, Ravenshoe Close,Wharf Lane, Renaissance 5.37 98 18.25 Retirement, The Rosery, Oakfield Road Cressington Place, Thames Close, Cressington Court 2.45 48 19.59 Chalklands, Greenside, Clifford Way, Goddington Road, Blind 18.8 331 17.61 Lane (lower), Telson Close, Meadow Walk Wabourne Road, Roman Way, Isis Way, west ridge, new road, east ridge, evenlode road, cherwell road, loddon road, 24 433 18.04 fishermans way, brent road, lower ridge, highfield road blind lane, chilterns park, northern heights, edgar wallace 11.39 58 5.09 place, georgian heights, bourne close bailey house, cressington place; grant house/ray house/cokers court/russell house, orchard house, selborne house, rowan 2.21 159 71.95 house, blyton house wendover road, fairfield close 2.84 31 10.92 TOTAL 134.95 1741 12.90

Coldmoorholme Lane Housing Area Area (ha) Houses DPH lane, spade oak meadow 8.93 48 5.38 TOTAL 8.93 48 5.38

2

Housing Density Assessment

Cores End Housing Area Area (ha) Houses DPH Willows Road, Eastern Drive, Elms Drive, Trees Road, Sycamore Close, Frank Lunnon Close, Cores End Road (north 6.2 179 28.87 side) Historic Centre: Cores End Road (north), Cores End Road 1.98 68 34.34 (south) Princes Road, Groves Close, Dandridge Drive, Millside, 3.88 113 29.12 Riverside, Mill Court, Millboard Road Bridgestone Drive, Hellyer Way 3.7 150 40.54 TOTAL 15.76 510 32.36

Hawks Hill Housing Area Area (ha) Houses DPH Hawks Hill, Harvest Hill, Kiln Lane 67.62 88 1.30 TOTAL 67.62 88 1.30

Hedsor Housing Area Area (ha) Houses DPH Upper Hedsor Road 4.5 84 18.67 TOTAL 4.5 84 18.67

Well End Housing Area Area (ha) Houses DPH elm lane, abbey road, marlow road (well end), chapman lane, 16.7 82 4.91 vineyard drive, the close historic centre: marlow road (well end), marlow road (by 2.79 60 21.51 wendover) TOTAL 19.49 142 7.29

3

Housing Density Assessment

Wooburn Housing Area Area (ha) Houses DPH Brookhouse Drive, Grange Drive, Others 7.12 40 5.62 Brookfield Road 1.89 60 31.75 Stratford Drive, Orchard Drive, Town Lane 5.72 98 17.13 Fromer Road, Butterfield, Wash Hill Lea, Old Vicarage Way, 6.15 112 18.21 Rook Road, Other Town Lane TOTAL 20.88 310 14.85 Slate Meadow 4.56 150 32.89 TOTAL 25.44 460 18.08

4

APPENDIX 5

Wycombe District Council Viability Assessment (May 2017)

Wycombe District Council

Viability Assessment

May 2017

APPENDIX 7H HCA Development Apprasial Tool Printed 26/05/2017

Surplus (Deficit) from Input land valuation at 28/6/2016 £7,415,238 HCA DEVELOPMENT APPRAISAL TOOL

SCHEME Site Address Hollands Farm, Bourne End Date of appraisal 28/06/2016 Site Reference Net Residential Site Area (hectares)21 File Source Author & Organisation David Coate - Adams Integra Scheme Description 402 units Registered Provider (where0 applicable) Housing Mix (Affordable + Open Market)

Total Number of Units 402 units Total Number of Open Market Units 236 units Total Number of Affordable Units 166 units Total Net Internal Area (sq m) 29,298 sq m % Affordable by Unit 41.3% % Affordable by Area 39.9% Density 19 units/ hectare Total Number of A/H Persons 0 Persons Total Number of Open Market Persons 0 Persons Total Number of Persons 0 Persons Gross site Area 32.00 hectares Net Site Area 21.00 hectares Net Internal Housing Area / Hectare 1,395 sq m / hectare equals 6,076 sqft per acre

Open Market Open Market Average value (£ per unit) Open Market Phase 1: Open Market Phase 2: Open Market Phase 3: Phase 4: Phase 5: Total 1 Bed Flat Low rise £240,000 £0 £0 £0 £0 2 Bed Flat Low rise £330,000 £0 £0 £0 £0 3 Bed Flat Low rise £0 £0 £0 £0 £0 4 Bed + Flat Low rise £0 £0 £0 £0 £0 1 Bed Flat High rise £0 £0 £0 £0 £0 2 Bed Flat High rise £0 £0 £0 £0 £0 3 Bed Flat High rise £0 £0 £0 £0 £0 4 Bed + Flat High rise £0 £0 £0 £0 £0 2 Bed House £390,000 £0 £0 £0 £0 3 Bed House £450,000 £0 £0 £0 £0 4 Bed + House £644,000 £0 £0 £0 £0 Total Revenue £ £89,350,000 £0 £0 £0 £0 £89,350,000 Net Area (sq m) 17,600 - - - - 17,600 Revenue (£ / sq m) £5,077 - - - -

CAPITAL VALUE OF OPEN MARKET SALES £89,350,000

Capital Value of Private Rental Phase 1 £0 Phase 2 £0 Phase 3 £0 Phase 4 £0 Phase 5 £0 Total PR £0

CAPITAL VALUE OF OPEN MARKET HOUSING £89,350,000 £ 4,898 psqm BUILD COST OF OPEN MARKET HOUSING inc Contingency £29,389,938 £ 1,611 psqm CONTRIBUTION TO SCHEME COSTS FROM OPEN MARKET HOUSING £59,960,063

AH Residential Values AH & RENTAL VALUATION BASED ON CAPITAL VALUES for RESIDUAL VALUATION Shared Ownership (all Affordable Rent (all Type of Unit Social Rented Total phases) phases) 1 Bed Flat Low rise £5,115,000 £5,115,000 2 Bed Flat Low rise £7,310,000 £3,000,000 £10,310,000 3 Bed Flat Low rise 4 Bed + Flat Low rise 1 Bed Flat High rise 2 Bed Flat High rise 3 Bed Flat High rise 4 Bed + Flat High rise 2 Bed House £6,885,000 £1,885,000 £8,770,000 3 Bed House £4,550,000 £4,550,000 4 Bed + House £2,070,000 £2,070,000

£0 £19,310,000 £11,505,000 £30,815,000 £ psqm of CV (phase 1) - 2,887 1,958

CAPITAL VALUE OF ALL AFFORDABLE HOUSING (EXCLUDING OTHER FUNDING) £30,815,000 RP Cross Subsidy (use of own assets) £0 LA s106 commuted in lieu £0 RP Re-cycled SHG £0 Use of AR rent conversion income £0 Other source of AH funding £0

OTHER SOURCES OF AFFORDABLE HOUSING FUNDING £0

CAPITAL VALUE OF ALL AFFORDABLE HOUSING (INCLUDING OTHER FUNDING) £30,815,000 BUILD COST OF AFFORDABLE HOUSING inc Contingency £20,237,502 £ 1,646 psqm CONTRIBUTION TO SCHEME COSTS FROM AFFORDABLE HOUSING £10,577,498

Car Parking

No. of Spaces Price per Space (£) Value - - £0

Value of Residential Car Parking £0 Car Parking Build Costs £0 HCA Development Apprasial Tool Printed 26/05/2017

Ground rent Capitalised annual ground rent Social Rented £0 Shared Ownership £0 Affordable Rent £0

Open market (all phases) £0 Capitalised Annual Ground Rents £0

TOTAL CAPITAL VALUE OF RESIDENTIAL SCHEME £120,165,000 TOTAL BUILD COST OF RESIDENTIAL SCHEME £49,627,439 TOTAL CONTRIBUTION OF RESIDENTIAL SCHEME £70,537,561

Non-Residential Cost Values Office £0 £0 Retail £0 £0 Industrial £0 £0 Leisure £0 £0 Community Use £0 £0 Community Infrastructure Levy £0

CAPITAL VALUE OF NON-RESIDENTIAL SCHEME £0 COSTS OF NON-RESIDENTIAL SCHEME £0 CONTRIBUTION TO SCHEME COSTS FROM NON-RESIDENTIAL £0

GROSS DEVELOPMENT VALUE OF SCHEME £120,165,000 TOTAL BUILD COSTS £49,627,439 TOTAL CONTRIBUTION TO SCHEME COSTS £70,537,561

External Works & Infrastructure Costs (£) Per unit % of GDV per Hectare Site Preparation/Demolition £400,000 995 0.3% 12,500 Roads and Sewers £0 Services (Power, Water, Gas, Telco and IT) £0 Strategic Landscaping £350,000 871 0.3% 10,938 Off Site Works £0 Public Open Space £250,000 622 0.2% 7,813 Site Specific Sustainability Initiatives £2,200,000 5,473 1.8% 68,750 £520,000 per residential hectare £5,460,000 13,582 4.5% 170,625 Cost for slope say £3,000 per unit. £0 Other 2 £0 £8,660,000 7.2% 270,625 Other site costs Fees and certification 10.0% £4,726,423 11,757 3.9% 147,701 Other Acquisition Costs (£) £0

Site Abnormals (£) De-canting tenants £0 Decontamination £0 Other £0 Other 2 £0 Other 3 £0 Other 4 £0 Other 5 £0 £0

Total Site Costs inc Fees £13,386,423 33,300

Statutory 106 Costs (£) Education £0 Sport & Recreation £0 Social Infrastructure £402,000 1,000 Biodiverity offsetting £320,000 796 Cat 2 access £804,000 2,000 Cat 3 access - affordable units £850,500 2,116 Cat 3 access - private units £1,618,800 4,027 Health £0 Public Art £0 Flood work £0 Community Infrastructure Levy £3,174,050 7,896 Other Tariff £0 Other 1 £0 Other 2 £0 Other 3 £0 Other 4 £0 £0 Statutory 106 costs £7,169,350 17,834

Marketing (Open Market Housing ONLY) per OM unit Sales/letting Fees 3.0% £2,680,50011,358 Legal Fees (per Open Market unit): £1,000 £236,000 1,000

Marketing (Affordable Housing) per affordable unit Developer cost of sale to RP (£) £0 RP purchase costs (£) £0 Intermediate Housing Sales and Marketing (£) £0

Total Marketing Costs £2,916,500

Total Direct Costs £73,099,712

Finance and acquisition costs Land Payment £12,800,000 54,237 per OM home 400,000 per hectare Arrangement Fee £20,000 0.4% of interest Misc Fees (Surveyors etc) £7,500 0.01% of scheme value HCA Development Apprasial Tool Printed 26/05/2017

Agents Fees £256,000 Legal Fees £96,000 Stamp Duty £640,000 Total Interest Paid £4,729,836

Total Finance and Acquisition Costs £18,549,336

Developer's return for risk and profit

Residential Market Housing Return (inc OH) on Value 20.0% £17,870,000 75,720 per OM unit Affordable Housing Return on Cost 6.0% £1,156,429 6,966 per affordable unit Return on sale of Private Rent 0.0% £0 #DIV/0! per PR unit Non-residential Office £0 Retail £0 Industrial £0 Leisure £0 Community-use £0 £0

Total Operating Profit £19,026,429 (i.e. profit after deducting sales and site specific finance costs but before deducting developer overheads and taxation)

TOTAL COST £110,675,476

Surplus/(Deficit) at completion 1/6/2020 £9,489,524

Present Value of Surplus (Deficit) at 28/6/2016 £7,415,238

Scheme Investment MIRR 19.0% (before Developer's returns and interest to avoid double counting returns)

Site Value as a Percentage of Total Scheme Value 10.7% Peak Cash Requirement -£45,554,315

Site Value (PV) per hectare £353,107 per hectare £182,874 per acre APPENDIX 6

Bourne End History

Bourne End History

Bourne End History

Bourne End & Upper Bourne End Origins Two very early Ordinance Survey Maps (the Surveyors Drafts) of around 1810, seen below, show Bourne End as it was over 200 years ago. The location of the Hollands Farm development circled.

Maps 1A & 1B – OS© Surveyors Draft of Bourne End C1810 Using these two adjoining maps, we can overlay them to provide a better picture of both the local area, and further focus on the Southern end of the site (Upper Hedsor Road) as seen in the two combined maps below

Map2 2 – Combined OS© Surveyors Draft C1810 The above Map shows that Bourne End, as one would expect, originated at the confluence of a River Wye and the Thames. Surrounding the Hollands Farm site are Cores End to the North, Hawks Hill to the East & the River Wye just to the west. To the South is (Upper) Hedsor Road, and shown in the map below.

Page 1 Bourne End History

Maps 3 – Upper Hedsor Road as it was C1810 {OS© Surveyors Draft} Highlighted is Bourne End {the origin of) and Upper Bourne End as it was over 200 years ago. Separate established communities. The next map shows the area in the same time frame, is a crop from a Hedsor & Wooburn Parish map dated 1803.

Map 4: 1803 Map Hedsor & Wooburn Parish (c/o Bourne End Residents Association - 1981) The map highlights show: • Bourne End Farm, to the South on Ferry Lane • Hollands Medlow, pre–Hollands Farm • Bourne End Green, at the junction of Hedsor Road & Ferry Lane • Hedsor Mill, at the time (pre-1883) an annex of Hedsor & Wooburn Parish Footpaths W00/3/1 and W00/3/2, can both be seen clearly following the same tracks today as they did over 200 years ago, joining Bourne End to Cores End. The tracks of these footpaths should be retained, for heritage reasons.

Page 2 Bourne End History

The Mills, the Wharfs and Farming would have been the prime occupations for those living in Bourne End and Upper Bourne End. Although the wharfs are no longer functional, and the mills now history, Wessex Industrial Estate on the site of Hedsor Mill remains an established Employment area – the foot print of 200 years ago still visible.

Historic Core Settlements

Map 5: Bucks Council Historic Core Settlements - Hedsor Road {brown} Buckinghamshire Council’s Heritage Portal, (Historic Landscape - HLC 2000), recognises that these two areas (Bourne End & Upper Bourne End) are individual Historic Core Settlements. heritageportal.buckinghamshire Cores End, at the northern end of the site, is also classified as a Historic Core Settlement. Cores End, although not forming part of a Conservation Area, will have a similar history, and equally should not be overlooked in regard to Conservation and Heritage. Map 6 shows the historic core settlement Map 6: Cores End, Historic Core Settlement at Cores End, lining both Cores End Road & the lower end of Kiln Lane. These historic core settlements, all have listed buildings, as well as buildings that should be Locally Listed within them. Conservation Areas Conservation areas are designated and protected under the Planning (Listed Buildings and Conservation Areas) Act 1990. However; Cores End, does not have the added benefit of being within a Conservation Area that is afforded to Upper Hedsor Road. Hedsor Road and Riversdale Conservation Area Appraisal, is clear about the importance of the Upper Hedsor Road and its junction with Ferry Lane. The Conservation Area Appraisal

Page 3 Bourne End History puts the junction of Upper Hedsor Road and Ferry lane at the “Heart” of the Conservation Area in the following words within its Summary of Special Interest:

Extracts from Hedsor Road & Riversdale CA assessment (page 4) – underline added CHAPTER 2 Summary of Special Interest The railway station was opened in 1854 although development was initially slow apart from a few terraces of cottages being built at the station end of Hedsor Road and further enlargement of Abney House which had been built in 1801 (Area B in this Appraisal). Subsequently, more densely developed, this area north of the River Wye is seen as part of the village of Bourne End, whose major development has largely been north of the railway line. Interestingly the name ‘Bourne End’ migrated northwards to the station area having previously referred to the settlement around the Hedsor Road/Ferry Lane junction at the heart of the conservation area

The crucial point here is the description of the settlement around the Hedsor Road/Ferry Lane junction being referred to as the “heart” of the conservation area, not just at the “centre” of an area – this region is most important, and most likely to suffer harm to its setting. There are some important factors regarding Conservation and Heritage that need mention within the Development brief such that they are not overlooked or ignored. These are bullet pointed below and may be covered further within our main response: • The focal point of what was the original Bourne End – the junction of Hedsor Road and Ferry Lane which is at the heart of the Conservation Area. • The unusual inclusion of Green Belt fields also within the CA. These are referred to as “Important Open Spaces” (Ref: DDB Figure 4.12 Hedsor Road and Riversdale conservation area map 1: character areas) – one of these is the field at the junction of Hedsor Road and Ferry Lane. • The walls surrounding the properties at the junction of Hedsor Road and Ferry Lane have been very strongly protected in past planning applications and are strongly protected within the CA assessment. • The area bound by the conservation area, including the roads, is within an Archaeological Notification Area. (reference my comments to DDB Paragraph 6.4.4) • The Inclusion of the Conservation Area and Listed Building (25m) buffers is required – in particular in regard to any changes that could harm their setting – most noticeably junction improvements • The 19th-century Barn, a non-designated heritage asset, within the Conservation Area, and the site boundary. (reference my comments to DDB Paragraph 6.9.14) The importance of Conservation and Heritage has been understated, and in some places ignored.

Buckinghamshire Council website misleading - Correction needed The above Hedsor Road and Riversdale Conservation Area is incorrectly portrayed at several locations on your website that need correcting, including its link and web page header.

- link and

- link The Conservation Area covers very little of Hedsor Parish; less than 5% of its area and handful of houses. The CA focus is “Hedsor Road” and Riversdale, not Hedsor & Riversdale.

Page 4 Bourne End History

The Growth of Bourne End Map 7 opposite is provided to show the direction of growth of Bourne End which has been a continual North-North-West direction. Leaving the Historic Core areas in reasonable condition, except for the impact from the volume of traffic, on the old confined road network. The maps on the website Vision of Britain show well this growth over the last ~150 years. It can also be seen that the historic setting of the area has remained relatively unchanged, over the centuries. This development of Hollands Farm will be a reverse in that direction of growth. Map 7 - Growth of Bourne End over the years

This back-filling of what has traditionally been a relatively open and rural area will substantially harm the last 200 years history of Bourne End, and its associated communities. The damage done to Conservation Areas and Listed Buildings will be proportional to the size of the development and the number of dwellings, combined with the increased traffic, that the development itself and the link road will attract. The proposed densities within the Development brief, are far in excess of those traditionally in the Bourne End. The purposeful massing of houses (for profit) within the Development Brief is very strongly opposed. A density half that proposed would be more fitting. It would allow a larger buffer around the Heritage Assets; it would allow the separation between Upper Hedsor Road and Cores End - to some degree - to be retained. A reduced flow of traffic would minimise the size of the proposed, yet undetailed, junction modifications required on or nearby our local heritage assets. Hollands Farm has always been at the heart of the surrounding, mostly historic settlements. It has to date prevented the coalescence of its neighbouring villages and hamlets that have managed to retain most of their original character. Any development on Hollands Farm must respect the Conservations Area and Historic Core Settlements adjacent to the site and not destroy the legacy or over-write the history of Bourne End.

Page 5 APPENDIX 7

Motion Transport Appraisal of Draft Development Design Brief (17.02.2021)

Hollands Farm Draft Development Brief Hedsor Road, Bourne End

Transport Appraisal

For

WBEPC & KBEG

Document Control Sheet Hollands Farm Draft Development Brief

Hedsor Road, Bourne End

WBEPC & KBEG

This document has been issued and amended as follows:

Date Issue Prepared by Approved by

13/02/2021 1st Draft JNR JNR

17/02/2021 Final JNR JNR

Motion 9 Greyfriars Road Reading RG1 1NU T 0118 206 2932 E [email protected] W www.motion.co.uk

Hedsor Road, Bourne End

Contents

1.0 Introduction ...... 1 2.0 General Matters ...... 3 3.0 Journeys by Foot ...... 4 4.0 Journeys by Public Transport ...... 6 5.0 Principal Route ...... 8 6.0 Highway Access ...... 11 7.0 Summary and Conclusions ...... 18

Appendices

A Upper Hedsor Road Junctions – LP Evidence B Walk Catchment C Forecast Traffic Flows D Phase 3 Report Extracts E Junction Design Guidance F Upper Hedsor Road Access with right turn lane G Upper Hedsor Road access roundabout H Hedsor Road / Ferry Lane junction improvement – LP Evidence I Hedsor Road / Ferry Lane swept path analysis J Hedsor Road / Ferry Lane right turn lane swept path analysis K Princes Road Roundabout – LP Evidence

Transport Appraisal – 17 February 2021 WBEPC & KBEG i Kebour/2101043

Hedsor Road, Bourne End

1.0 Introduction

Preamble

1.1 This report has been prepared on behalf of Parish Council (WBEPC) and Keep Bourne End Green (KBEG) and considers a draft Development Brief (DDB) prepared by Buckinghamshire Council (the Council) for proposed residential development at Hollands Farm, Bourne End (the Site).

1.2 Policy BE2 of the adopted Wycombe District Local Plan (the Local Plan) establishes the principal of residential development at the Site amounting to up to 467 dwellings.

1.3 The stated purposes of the DDB are to:

 explain the planning policy context within which the development will be considered;

 identify the key constraints and opportunities affecting the development of the site;

 set out the vision for and key objectives of the development;

 establish a broad design approach/concept for the site; and

 provide an illustrative framework.

1.4 The DDB is currently being consulted on by the Council with the intention that it will be adopted as supplementary planning guidance (SPG).

Development Briefs

1.5 Development Briefs are intended to bridge the gap between the development plan and a planning application. They can perform several functions such as promoting a site for development, interpreting development plan policies, or addressing a particular site constraint or opportunity. However, Development Briefs should perform two primary functions in the planning process which are:

 improving the efficiency of the planning and development process by minimising uncertainty and improving efficiency); and

 improving the quality of development.

1.6 It is emphasised that these primary functions of a development brief are intended to benefit all stakeholders including the developer, the Council and local residents by enabling them to comment on and shape the principles of a development.

1.7 The interpretation of planning policies in relation to a specific site through a development brief allows them to be tuned more closely to individual sites. The types of issues considered include:

 additional infrastructure and facilities to be provided and by whom;

 layout of the development including access, parking and circulation;

 design criteria; and

 off-site requirements.

1.8 Most local authorities, including the Council, have general design guidance and standards for different types of development. Together with the development plan, these should be sufficient to guide development in normal circumstances. Site-specific design guidance in the form of a Development Brief should only therefore be necessary where there are grounds for modifying general policies or standards, or where there are resources on or around a site which require specific attention or protection.

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Scope of report

1.9 This report is prepared to consider if the DDB meets the objectives of a development brief so far as highway and transport matters are concerned. Where it does not, recommendations are made regarding how the DDB can be altered to do so.

1.10 The report comprises five sections in addition to the introduction as follows:

 Section 2 considers general matters;

 Section 3 considers pedestrian access and design;

 Section 4 considers public transport provision;

 Section 5 considers the role of the Principal Route; and

 Section 5 considers highway access.

1.11 A summary is provided at Section 7 together with the conclusion that there are severe Site specific constraints relating to:

 Delivery and promotion of sustainable transport modes;

 Safe and suitable access; and

 Highway safety.

1.12 The DDB makes no attempt to provide guidance on how these severe constraints could be acceptably resolved. The DDB as currently drafted fails to meet the primary function of a development brief. In terms of highways and transport matters, the DDB needs to be redrafted to address the recommendations set out in this report and thereby provide the guidance necessary to ensure that the development is delivered in a sustainable and acceptable manner.

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2.0 General Matters

Geographical scope of DDB

2.1 Figure 1.2 of the DDB purports to show the extent of the Site. The figure is reproduced below for reference.

2.2 During the course of the Local Plan Examination in Public (EIP) two proposed arrangements for the Hedsor Road (known locally and hereafter in this report as “Upper Hedsor Road”) / Principal Route access to the Site were provided. Copies of these are attached at Appendix A. It is clear from these plans that access to and from the Site at Upper Hedsor Road cannot be achieved from the existing private track as shown by the red line drawn on DDB Figure 1.2 defining the Site. Both the highway access options require land from the building to the east of the access on Upper Hedsor Road referred to as “Southfields House” and also land from the cottages to the north of Southfields House referred to as “Hollands Cottages”.

2.3 The Site Plan in the DDB should be amended to include these three properties. In doing so, the Site boundary is moved closer to Southfields House and Hollands Cottages which will result in a worsening of the impact on their settings in a conservation area.

Upper Hedsor Road Access

2.4 Paragraph 6.5.22 of the DDB includes the Upper Hedsor Road / new Principal Route junction in a list of “off-site junction improvements”. This must have been included in this list erroneously because Upper Hedsor Road / new Principal Route junction forms one of the two proposed points of access for the Site. The list should be corrected to exclude the Upper Hedsor Road / new Principal Route junction.

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3.0 Journeys by Foot

Pedestrian Access and Connectivity

3.1 Pedestrian access to the Site is proposed, inter alia, via Upper Hedsor Road, Princes Road and the private Millboard Road. Within the Site, the proposed new Principal Route is required to have 2m footways in accordance with current national design guidance. The pedestrian access points and confirmation that the footways within the Site will be required to comply with national standards are welcome.

3.2 The DDB however erroneously suggests that the Site is well related to the Bourne End village centre and Bourne End railway station (see Figure 4.15 of the DDB and accompanying text). The analysis presented in the DDB to support this is based on a crow-fly distance of 800m. This provides a false picture of actual walk distances. For example the analysis in the DDB suggests that the west bank of the Thames can be reached on foot within 800m.

3.3 An alternative walk catchment analysis using GIS plotted actual walk distances based on available pedestrian routes (calibrated to on-site measurements) is provided at Appendix B of this report. In contrast to the suggestion of the DDB, the analysis shows that very little of the Site is located within a 800m walk of the railway station based on current pedestrian routes. In reality, pedestrian connectivity between the majority of the Site and the village centre / railway station is poor due to a lack of direct pedestrian routes.

3.4 Considering where residents are likely to live (see Figure 4.15 of the DDB), none of the land identified for dwellings will be located within the 800m walk catchment. As a consequence, none of the dwelling thresholds will be located within an 800m walk of the railway station. It is therefore unlikely that many residents would choose to walk to the railway station.

3.5 We would recommend that the DDB includes a requirement to identify and deliver a more direct pedestrian route between the Site and the village centre / railway station.

Public Rights of Way

3.6 Paragraph 4.11.5 of the DDB recognises the ancient network of public rights of way (PRoW) which criss- cross the Site, acknowledging that these are widely used. In this context, it is surprising that the DDB is predicated on PRoW WOO/3/2 being diverted in order to achieve the form of development anticipated for the Site.

3.7 The DDB fails to explain why it should be necessary to divert the course of an ancient PRoW rather than incorporating it into the design of the Proposed Development. The diversion will result in a lengthened journey for existing users walking between Kiln Lane and Upper Hedsor Road.

3.8 Moreover neither the planning authority nor a developer would have the legal powers to divert the PRoW. Neither is the DDB clear regarding either the benefits or necessity of diverting the ancient PRoW, which will be required to support the legal instrument used to divert the PRoW. In the absence of a clearly defined benefit or necessity, it is very unlikely that an attempt to divert the ancient PRoW would be successful. Diverting a PRoW solely for the benefit of a private development is not considered to be a necessity. This is a significant risk to a future developer being able to meet the requirements of the DDB as it is currently configured.

3.9 Notwithstanding this significant risk, the DDB provides no guidance regarding an alternative configuration of the Site in the circumstances that the PRoW cannot be diverted. It is simply unknown what the Site layout will look like under these circumstances.

3.10 We would recommend that the existing PRoW network is retained, and the layout of the Site adapted to embrace this. In the alternative, the Council should amend the DDB to include an alternative

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configuration of land uses for the Site that stakeholders, including local residents, are able to review and comment on at this stage.

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4.0 Journeys by Public Transport

Route

4.1 The DDB requires that an existing bus service is diverted to serve the Site and infrastructure within the Site designed to accommodate bus movements. The bus service will operate along the new Principal Route between Cores End Road and Upper Hedsor Road.

4.2 Confirmation in the DDB that the development will be delivered in accordance with national guidance regarding the provision of accessibility to public transport for new development is welcomed. This is particularly the case given that the majority of the Site would be more than a 400m walk from the nearest existing bus stop. 400m is regarded as the cut-off point for how far people will walk to a bus stop in residential areas (Planning for Walking, Chartered Institution of Highways and Transportation, April 2015). In the absence of a new public transport service directly serving the Site, it is unlikely that many residents would find travelling by bus attractive due to the relative remoteness of existing bus stops.

4.3 However it would be more beneficial for the DDB to establish site specific requirements for public transport provision including:

 The destinations this bus service will serve; or

 The frequency and days of week that the service should operate including requirements for weekend and evening services.

4.4 We would recommend that the DDB is reworded to require the developer to secure a bus service to a minimum specification.

Impact on existing users

4.5 It is unclear why the DDB explicitly refers to diverting a bus route to serve the Site rather than providing a new route. It would seem more reasonable for the DDB to establish a broad operational specification for a bus service and allow the developer the flexibility to secure a service that meets this specification.

4.6 Diverting an existing bus service implicitly results in harm to some existing users who either lose accessibility to their existing service entirely or whose journey times are extended.

4.7 We would recommend that the DDB is reworded to require that the developer is required to undertake an assessment of and minimise the loss and / or harm to existing bus users of providing a new or diverting an existing bus service.

Access and Principal Route

4.8 The proposed bus provision is intended to operate along the new Principal Route between Cores End Road and Upper Hedsor Road. The new Principal Route is to be designed at a width of 6.5m in order to allow two-way bus traffic. Confirmation in the DDB that the Principal Route within the Site will be designed in accordance with established guidance regarding designing roads to accommodate bus movements is welcomed.

4.9 Notwithstanding this, paragraph 6.5.15 of the DDB confirms that there is insufficient space on Princes Road to widen it to 6.5m. Paragraph 6.5.15 further confirms that this means that two buses are unable to pass each other at the same time.

4.10 This is a severe and fundamental design flaw for a new development: namely that the proposed new bus route is unable to accommodate two-way bus movements.

4.11 We would recommend that the approach to serving the Site by public transport currently set out in the DDB is urgently reviewed and either further guidance provided on how Princes Road and its junction with

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Cores End Road can be improved to enable bus access or else a new route within the Site, which avoids Princes Road, is proposed.

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5.0 Principal Route

Context

5.1 Policy BE2 of the Local Plan states, inter alia, that development of the Site is required to:

Provide a link road through the site linking to the Cores End Road roundabout and Ferry Lane;

5.2 The importance of the relationship between the Site and the link road (Principal Route in the DDB) is reinforced in the DDB.

5.3 It is welcomed that the Local Plan requirement that the Site is required to deliver a link road between Cores End Road roundabout and Ferry Lane is reiterated in the DDB. However it is unhelpful that the DDB states at paragraph 6.5.2 that:

“A Principal Route should be provided to connect Cores End Road / Brookbank / Town Lane to Ferry Lane….”

5.4 The use of the word “should” implies that there may be a situation in which a developer is able to develop the Site without providing the Principal Route. This would undermine the importance of the link road as set out in the Local Plan and tested through public examination, which refers to the link road as a “requirement” i.e. something that is obligatory.

5.5 If the intention of the Council remains that the provision of the Principal Route remains obligatory, then it is recommended that the wording of paragraph 6.5.2 is changed in line with the adopted Local Plan for example:

“It is a requirement that a Principal Route is provided connecting Cores End Road / Brookbank / Town Lane to Ferry Lane….”

5.6 It is further recommended that the timing of delivery of the Principal Route is set out in the DDB. Having regard to the importance of the Principal Route in delivering public transport accessibility to the Site, it is recommended that this timing is either towards the early stages of development or prior to first occupation to ensure that new residents are able to establish sustainable travel habits on occupation.

Design Parameters

5.7 Paragraph 6.5.2 of the DDB establishes the principle function of providing a Principal Route through the Site as follows:

‘A Principal Route should be provided to connect Cores End Road / Brookbank / Town Lane to Ferry Lane. This will provide the primary vehicular route through the site, to which other roads within the site will be connected, and should be built to allow large vehicles to pass in two directions.’

5.8 The provision of such a connection between Cores End Road and Upper Hedsor Road will create a south- eastern bypass road of Bourne End which inter alia, according to the definition in the DDB, is intended to accommodate both development and non-development related HGV traffic. This sets the context for how the Principal Route and associated connections to the existing highway network should be designed.

5.9 For further context of the likely function of the Principal Route, conservative traffic forecasts produced by Jacobs on behalf of the highway authority identify that circa 550 vehicles per hour could be using the bypass: a combination of development related traffic and traffic bypassing the centre of Bourne End (see Appendix C). This equates to a daily traffic flow of circa 5,000-6,000 vehicles AADT.

5.10 Paragraph 6.5.3 of the DDB continues:

‘Access from [Upper] Hedsor Road and Princes Road by the Principal Route will require widening of the existing access routes.’

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5.11 This statement (and the associated requirement at paragraph 6.5.2 for the Principal Route to be able to accommodate two-way large vehicle movements) seems to be contradictory to the statements made at paragraph 6.5.15 regarding the provision of a bus route. Paragraph 6.5.15 establishes that two buses are unable to pass each other at the same time on Princes Road but appears to accept this as a constraint on the basis that Princes Road cannot be widened.

5.12 Clarity is required in the DDB regarding what appears to be a conflict in the design parameters for the width of the Principal Route.

Impact of Principal Route

5.13 Paragraph 5.4.21 of the Local Plan states:

In relation to traffic generation the Council has assessed the impact of increased traffic resulting from this site and identified that provision of a link road through the site between the Cores End Roundabout and Ferry Lane will benefit existing roads in the Bourne End area. This would also relieve the narrow Cores End Road into the village centre as well as distribute traffic from the development.

5.14 However this statement fails to acknowledge that further modelling undertaken in relation to the Local Plan and summaries in the report Countywide Local Plan Modelling, Buckinghamshire County Council, Phase 3 Technical Note prepared by Jacobs, 16 August 2017 (the Phase 3 Report). Extracts of the Phase 3 Report are provided at Appendix D.

5.15 Referring to the assessment work relied on at paragraph 5.4.21 of the Local Plan, the Phase 3 Report states:

It should be noted that the separate Wycombe Local Plan Sites modelling work………did not identify a significant congestion issue on the approach to Cookham Bridge on the A4094; however, Cookham/ Bourne End is outside of the study area for that piece of work, and therefore the network and associated junction coding is not as detailed as that which is included for this work. As a result the Wycombe Model does not provide as reliable an indicator of congestion in that area as does the Countywide model.

5.16 As a consequence, what can be clearly seen on figure 5-O of the Phase 3 report (See Appendix D) is that policy BE2 would result in significant increases in travel times (more than 400% compared to the uncongested scenario), inter alia, on Upper Hedsor Road, Wessex Road, on the approaches to Cookham and in the vicinity of Bourne End Railway Station even with the Principal Route in place as mitigation for the Site.

5.17 It is noted that the statement at paragraph 5.4.21 of the Local Plan is somewhat misleading regarding “benefits” of the Principal Route. This fallacy is reiterated in paragraph 6.5.4 of the DDB which claims that the Principal Route would deliver “……benefits of reduced congestion through Bourne End…..”. In contrast the Phase 3 Report clearly states that the “Travel time increases on the minor roads are slightly reduced……with the link road in place”. This means that even with the Principal Route in place, development at the Site will result in increases in journey times on the links identified in red on figure 5-O. The inclusion of a Principal Route reduces the rate of increase in congestion and journey times on some (but not all) local streets but does not reduce congestion.

5.18 In the context of the significant increases in travel times across several streets arising from policy BE2, it is surprising that there has been no further, more detailed strategic traffic modelling undertaken to understand the impacts of the provision of the Principal Route on streets, and those people living on these streets, in Bourne End and Wooburn. Moreover given the very clear statement regarding congestion at Cookham Bridge, it is surprising no reference if this is made at all in the DDB, in particular given that as a grade II listed building, Cookham Bridge is an environmentally sensitive structure with limited scope to make changes to it.

5.19 Further strategic traffic modelling would identify changes in traffic volumes and patterns across Bourne End and Wooburn which in turn will enable a high level environmental impact assessment to be

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undertaken. This would inform the drafting of the DDB in order to understand the significance of the potential adverse environmental impacts that could arise from the significant changes in traffic patterns caused by policy BE2. These impacts would relate to, but not be limited to:

 Congestion;

 Air Quality;

 Noise;

 Community severance; and

 Road Safety.

5.20 In the absence of more strategic modelling of the impact of the Site and Principal Route on Bourne End and Wooburn, it is impossible to understand the magnitude of environmental impacts arising from the significant changes in road traffic volumes and patterns arising from policy BE2. There is therefore the risk that subsequent assessment work identifies adverse environmental impacts falling on local residents and other sensitive receptors that cannot be reasonably mitigated to acceptable levels, in particular in relation to Air Quality, Noise and Cookham Bridge. This would prevent the delivery of development at the Site as envisaged in the Local Plan and the DDB.

5.21 It is recommended that further strategic traffic modelling is undertaken in order to understand the nature and magnitude of environmental impacts arising from policy BE2 and that this is used to inform the preparation of the DDB.

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6.0 Highway Access

Upper Hedsor Road Access

6.1 Paragraph 6.4.4 of the DDB requires that the Upper Hedsor Road / Principal Route Junction should consider the following:

 The highway junction should be designed to have the least impact on the Conservation Area, its setting and the settings of the nearby listed buildings and other heritage assets;

 Dependant on a requisite junction analysis, a T-junction is preferable over a roundabout option as this is less intrusive;

 Widening to be on the Southfields House side, with minimal impact on the setting of the house; and

 Junction design at Hedsor Road/Ferry Lane should minimise the risk of pedestrian and vehicular accidents.

6.2 The intentions of the above requirements are welcomed. However, they are entirely inconsistent with the requirements of the highway brief and current highway design guidance. As a consequence, instead of making a positive contribution towards improving the equality of design, they create a false picture of what can realistically be achieved. The analysis set out below demonstrates why this is the case.

Form of Junction

6.3 The form of junction at the Upper Hedsor Road / Principal Route intersection will be dictated by a combination of highway capacity and highway safety matters. With respect to the latter, guidance on the form of priority junctions is set out in the Design Manual for Roads and Bridges (DMRB) in section CD123 (extract provided at Appendix E).

6.4 The DMRB guidance is based on expected traffic flows on the minor and major arms, these being the Principal Route and Upper Hedsor Road respectively. As can be seen from the extract, at the very least, based on forecast traffic flows only, the junction will require a right turn lane on Upper Hedsor Road. A potential layout for this type of junction is provided at Appendix F which demonstrates the extent of additional road space that will need to be created to accommodate this requirement, which will completely change the character of the Upper Hedsor Road conservation area.

6.5 Notwithstanding the above, having regard to the volume of daily traffic movements, size of vehicle (the Principal Route is designed to cater for two-way large vehicle movements) and high volume of right turning traffic (see Appendix C) it can be expected that a roundabout design of junction will be required on road safety grounds if not also on road capacity grounds. A potential layout for a compact roundabout at this location is provided at Appendix G. This demonstrates that not only significant additional road space will need to be created to accommodate this requirement, but that Southfields will need to be demolished to accommodate it. This would again completely change the character of the Upper Hedsor Road conservation area.

6.6 We would recommend that the various requirements of the DDB at the Upper Hedsor Road access and Hedsor Road / Ferry Lane junction are reviewed and reworded so that there is consistency in the design requirements. This could include a commitment to compulsory purchase (CPO) of land / buildings outside the control of the developer. This is also required to in order to inform the public and developers regarding how these matters could be overcome and hence associated potential impacts.

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Widening to be on the Southfields House side, with minimal impact on the setting of the house

6.7 As set out above, it is expected that the Upper Hedsor Road / Principal Route junction will need to take the form of a priority junction with right turn ghost lane at the very least or more likely a compact roundabout, on order to meet current highway design guidance.

6.8 However even if a simple priority junction is provided, in order to achieve a safe junction, as can be seen on the plans provided at Appendix A, the route of the new Principal Route would need to be moved eastward. The figure below superimposes (the red lines) the proposed extents of the Principal Route taken from drawing number 19107-09A (see Appendix A) onto a satellite image of the area.

Figure 5.1: Upper Hedsor Road / Principal Route land take in conservation area

6.9 The figure above illustrates the that the western wall and garden of Southfields and the front gardens of Hollands Cottages being lost to the Principal Route. The existing hardstanding driveway and parking for Southfields would be lost and need to be relocated to the east of the building. New vehicular access points would need to be provided for Hollands Cottages.

6.10 It is reiterated that much of the land take identified above required to deliver the access is not included in the Site boundary as set out in the DDB. It is unclear therefore whether the impact has been fully taken into consideration when drafting the DDB. It is therefore recommended that the boundary of the DDB is adjusted to include all the land required to deliver a safe and suitable access and that the design

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guidance within the DDB is reviewed to ensure that it hs fully considered the loss of land arising and settings of buildings in the conservation area.

Junction design at Hedsor Road/Ferry Lane should minimise the risk of pedestrian and vehicular accidents

6.11 Turning to the junction of Hedsor Road and Ferry Lane, vehicular movements at this junction will change significantly due to the effect that the bypass would have on traffic patterns, and would increase significantly due to traffic travelling to and from the Site. As a consequence, and as illustrated on the drawing at Appendix H, the area of tarmac at this location would need to increase considerably. This would be detrimental to the conservation area.

6.12 The DDB further requires that the junction design should minimise the risk of pedestrian and vehicular accidents. Swept path analysis of the junction has been undertaken to understand how vehicles would travel through the proposed design. The swept path has been undertaken using two-way bus movements having regard to the DDB requirement that the Principal Route should be able to cater for this type of movement as well as HGV traffic. Swept path analysis has been based on the assumption that either a priority junction with a right turn lane or a compact roundabout will be required. The swept path analysis is shown at Appendix I and demonstrates that:

 Upper Hedsor Road is too narrow achieve safe two-way bus movements. Two-way bus movements are safer in the priority junction scenario because Upper Hedsor Road is widened on its southern side;

 The central, triangular island at the junction is significantly reduced in size reducing the protection provided to pedestrians crossing the junction in stages; and

 The footway width is less than 2m for significant lengths within the junction forcing pedestrians to walk in close proximity to large vehicles. The provision of a right turn lane on the Ferry Lane for northbound traffic removes the opportunity to improve the pedestrian environment and safety.

6.13 A further swept path analysis of the impact of the addition of a right turn lane on the Ferry Lane for northbound traffic on road safety has been undertaken and is presented at Appendix J. This demonstrates that neither buses nor HGVs travelling southbound are able to safely negotiate the junction if a vehicle is waiting to turn right into Upper Hedsor Road.

6.14 The analysis set out above demonstrates that there are significant constraints to achieving a functional junction at this location, which will clearly include substantially more removal of vegetation and verge to achieve a safe solution than has hitherto been considered.

6.15 Achieving a suitable balance between the form of this junction in a conservation area with its function as a south-eastern bypass of Bourne End accommodating high volumes of large vehicles, is a fundamental element of the Site being successfully and acceptably developed. In particular, in the absence of explicit road safety measures for pedestrians (for example signal controlled crossings), an enlarged junction accommodating a higher volume of traffic will increase the risk of pedestrian – vehicle collisions.

6.16 Notwithstanding this, the DDB provides no design guidance whatsoever regarding the form of junction that should be considered at this location to arrive at an acceptable solution. In the absence of this guidance it is impossible to assess what the impact of the junction improvement would be on road safety

Princes road access

6.17 Paragraph 6.4.2 of the DDB requires that the Cores End Road roundabout should address the following:

 Place-making opportunities should be incorporated into the redesign of the Cores End Road roundabout to ensure it is as sympathetic as possible given its location within the settings of the United Reform Church, a Grade II listed building, and other heritage assets;

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 Signage, road markings, and highway- related features should be kept to the minimum necessary so that it is not over engineered;

 It should be designed to accommodate the movement of motor vehicles but also meet the needs of pedestrians, cyclists and public transport users, so that growth in these modes of travel is encouraged, whilst following required design standards for road construction; and

 The design should have minimal impact on the existing trees located at Brookbank (also a Green Space designation).

6.18 It is understood that the intention is that the developer will replace the existing three-arm mini- roundabout (Kiln Lane / Cores End Road) and priority junction (Princes Road / Cores End Road) with a single, four arm roundabout.

6.19 However it remains unclear how a safe, roundabout design – that follows required design standards - can be delivered whilst meeting the criteria set out above.

6.20 In particular the following constraints are noted:

 Proximity and width restrictions on the river Wye bridge;

 Narrowness of Princes Road; and

 Existing building line adjacent to Princes Road and its close proximity to the carriageway.

6.21 Having regard to these constraints, a roundabout scheme has been prepared and is provided at Appendix K. This shows that it would be impossible to provide a safe, four-armed roundabout as required by the DDB within the physical constraints. In order to achieve a safe junction the bridge over the Wye would need to be widened and potentially the buildings on each corner of Princes Road / Cores End Road demolished.

6.22 We would recommend that the various requirements of the DDB at the Princes Road access and associated new roundabout junction are reviewed and reworded so that there is consistency in the design requirements. This could include a commitment to compulsory purchase (CPO) of land / buildings outside the control of the developer as well as a requirement to widen the river Wye bridge. This is also required to in order to inform the public and developers regarding how these matters could be overcome and hence associated potential impacts.

Off-site Parking

6.23 Paragraphs 6.5.24 of the DDB states that on-street parking should be reviewed at the following locations as part of the access strategy to ensure free-flowing vehicular movement to and from the development:

 Princes Road;

 A4094;

 Kiln Lane;

 Millboard Road (if vehicular connectivity is delivered); and

 Any other locations yet to be identified.

6.24 This is welcomed as there is significant levels of on-street car parking on routes such as Princes Road, which would impeded access of the significant increase in traffic volumes that will occur as a consequence of the Proposed Development and associated bypass road.

6.25 Notwithstanding this, the DDB needs to be more explicit regarding what the outcomes of such on-street car parking reviews may be for example that they could result in the introduction of double yellow lines preventing existing residents from parking on-street.

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6.26 We would also recommend that the review explicitly includes Upper Hedsor Road on the approaches to the new access junction and in particular the section between Ferry Lane and the access. This is because the intention is that this will cater for two-way bus and large vehicle movements as well as forming the link to Ferry Lane for the new bypass road.

Other Matters

Access via Millboard Road

6.27 Paragraph 6.5.4 of the DDB states that:

A road link to Millboard Road will improve accessibility if this can be delivered, and will have particular benefits to the primary school access and egress. However, this could reduce the benefits of reduced congestion through Bourne End provided by the Principal Route, this will need to be considered if the road is brought forward as part of the development. If Millboard Road is delivered, the bus route should still be provided along Princes Road.

6.28 It is understood that Millboard Road is in private ownership and thus an access to the Site via Millboard Road is not currently in the gift of either the Council of the developer of the Site. Furthermore the delivery of such an access would have a fundamental impact on the disposition of land uses within the Site as well as traffic patterns across Bourne End and Wooburn. It is noted that even the DDB acknowledges that the traffic impacts of providing an access at this location are unknown.

6.29 Given the significant impact that the provision of an access from Millboard Road would have on the Site combined with the improbability of such an access being achievable, it is unclear why the DDB even refers to it. It is recommended that all reference to an access from Millboard Road is removed.

Access via Wessex Road and / or Bridgestone Drive

6.30 Paragraph 4.19.3 of the DDB identifies (bullet f), inter alia, that a strength of the Site is the potential to provide road connections via Bridgestone Drive and Wessex Road.

6.31 Bridgestone Drive is a quiet, residential cul-de-sac with direct driveway access and is insufficiently wide for significant intensification of use and / or use by public transport. The use of Bridgestone Drive as a main vehicular access to a strategic housing site would be entirely inappropriate on road safety and environmental grounds and it is welcomed that the DDB does not consider the use of Bridgestone Drive as an access further.

6.32 It is understood that a vehicular access via Wessex Road would rely on private land that is nor currently in the gift of either the Council of the developer of the Site to deliver. The delivery of such an access would have a fundamental impact on the disposition of land uses within the Site as well as traffic patterns across Bourne End and Wooburn. In this context, the DDB does not consider the use of Wessex Road as an access further.

6.33 It is note that the circumstances of Millboard Road and Wessex Road are similar. This questions further the rationale of including reference to providing a road link to Millboard Road which would seem contradictory to the Council’s position regarding a road link via Wessex Road.

Access via Heavens Lea

6.34 Heavens Lea is a narrow, rural lane located to the east and south of the Site. It is characterised by a narrow (4.5m – 5.0m) carriageway which is narrower than the minimum recommended carriageway width (5.5m) for two-way all-traffic movements (Figure 7.1 of Manual for Streets). It could only be suitable as an access for the Site if were widened to a minimum of 5.5m at least from the Site access to Upper Hedsor Road.

6.35 The lane is bound by high hedgerows on both sides and slopes uphill from Upper Hedsor Road in the south to Hawks Hill in the south. As a consequence, forward visibility and visibility from the few vehicular

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access points is poor, being limited due to the extent of hedgerow, trees and topography (see image below). Note that the image was taken during winter when it can be expected that foliage is at its least growth.

Heavens Lea looking south from junction with Hawks Hill (January 2021)

6.36 Similarly the route from the junction of Heavens Lea and Upper Hedsor Road is rural in character again being narrower than the minimum recommended carriageway width to accommodate two-way traffic. There is direct frontage access from the few dwellings, no footways and no street lighting as can be seen from the image below. It could only be suitable as an access for the Site if were widened to a minimum of 5.5m between Ferry Lane and Heavens Lea.

Transport Appraisal – 17 February 2021 WBEPC & KBEG 16 Kebour/2101043

Hedsor Road, Bourne End

Looking west along Upper Hedsor Road towards Ferry Lane from the junction with Heavens Lea (January 2021)

6.37 As described above, both Heavens Lea and the Upper Hedsor Road approach to Heavens Lea as they are currently configured are entirely inappropriate for a highway access route serving a strategic residential development site. It is welcomed that the DDB makes no reference to potential highway access to the Site from Heavens Lea.

Transport Appraisal – 17 February 2021 WBEPC & KBEG 17 Kebour/2101043

Hedsor Road, Bourne End

7.0 Summary and Conclusions

7.1 This report has been prepared on behalf of Wooburn and Bourne End Parish Council (WBEPC) and Keep Bourne End Green (KBEG) and considers a draft Development Brief (DDB) prepared by Buckinghamshire Council (the Council) for proposed residential development at Hollands Farm, Bourne End (the Site).

7.2 This report is prepared to consider if the DDB meets the objectives of a development brief so far as highway and transport matters are concerned. In particular consideration has been given to whether the DDB meets the function of a development brief by providing site specific guidance that could not otherwise be reasonably obtained by reviewing the Council’s design standards, industry design guidance and the development plan. Where it does not, recommendations are made regarding how the DDB can be altered to do so.

7.3 A summary of the analysis set out above is provided below.

Summary

General

7.4 All highway access options from Upper Hedsor Road require land from the building to the east of the access on Upper Hedsor Road referred to as “Southfields House” and also land from the cottages to the north of Southfields House referred to as “Hollands Cottages”. Safe and suitable access to the Site from Upper Hedsor Road within the boundary of the Site Plan as currently shown is impossible. The Site Plan should be amended to include these three properties.

7.5 Paragraph 6.5.22 of the DB includes the Upper Hedsor Road / new Principal Route junction in a list of “off-site junction improvements”. This must have been included in this list erroneously because Upper Hedsor Road / new Principal Route junction forms one of the two proposed points of access for the Site. The list should be corrected to exclude the Upper Hedsor Road / new Principal Route junction.

Journeys by Foot

Pedestrian Access

7.6 The Site is poorly related to Bourne End railway station in terms of actual walk distances. We would recommend a requirement to identify a more direct pedestrian route between the Site and the village centre / railway station.

Public Rights of Way

7.7 Neither the LPA nor a developer would have the legal powers to divert the PRoW. The layout of the Proposed Development is predicated on the diversion of this PRoW. In the event that the PRoW cannot be diverted then it is unknown how the Site will be developed.

7.8 We would recommend that the existing PRoW network is retained, and the layout of the Site adapted to embrace this. In the alternative, the Council should amend the DDB to include an alternative configuration of land uses for the Site that stakeholders, including local residents, are able to review and comment on at this stage.

Journeys by Public Transport

Bus Route

7.9 The DDB requires the developer to divert an existing bus service to serve the Site however there is no specification of frequencies, destinations, days of operation etc. We would recommend that the DDB is reworded to require the developer to secure a bus service to a minimum specification.

Transport Appraisal – 17 February 2021 WBEPC & KBEG 18 Kebour/2101043

Hedsor Road, Bourne End

Impact on existing users

7.10 Diverting an existing bus service implicitly results in harm to some existing users who either lose accessibility to their existing service entirely or whose journey times are extended.

7.11 We would recommend that the DDB is reworded to require that the developer is required to undertake an assessment of and minimise the loss and / or harm to existing bus users of diverting an existing bus service.

Access and Principal Route

7.12 The DDB confirms that there is insufficient space on Princes Road to widen it to 6.5m further confirming that this means that two buses are unable to pass each other at the same time.

7.13 This is a severe and fundamental design flaw for a new development: namely that the proposed new bus route is unable to accommodate two-way bus movements.

7.14 We would recommend that the approach to serving the Site by public transport currently set out in the DDB is urgently reviewed and either further guidance provided on how Princes Road and its junction with Cores End Road can be improved to enable bus access or else a new route within the Site, which avoids Princes Road, is proposed.

Principal Route

Context

7.15 The requirement to deliver the Principal Route set out in the DDB is ambiguous and hence contrary to the adopted Local Plan Policy BE2 which refers to the provision of a link road linking the Cores End Road roundabout and Ferry Lane as being a requirements i.e. obligatory. It is therefore recommended that the wording of paragraph 6.5.2 is changed in line with the adopted Local Plan for example:

“It is a requirement that a Principal Route is provided connecting Cores End Road / Brookbank / Town Lane to Ferry Lane….”

7.16 It is further recommended that the timing of delivery of the Principal Route is set out in the DDB and that this is either towards the early stages of development or prior to first occupation to ensure that new residents are able to establish sustainable travel habits on occupation.

Design Parameters

7.17 The DDB is unclear regarding the design parameters for the Principal Route with contradictory statements regarding the acceptable width.

7.18 Clarity is required in the DDB regarding what appears to be a conflict in the design parameters for the width of the Principal Route.

Impact of Principal Route

7.19 It is clear from the limited traffic modelling undertaken to date that the delivery of the Site and Principal Route will have a significant impact on traffic patterns and volumes in Bourne End and Wooburn as well as the grade II listed building, Cookham Bridge. It is surprising therefore that there has been no further, more detailed strategic traffic modelling undertaken to understand the impacts of the provision of the Principal Route on streets, and those people living on these streets, in Bourne End and Wooburn.

7.20 In the absence of more strategic modelling of the impact of the Site and Principal Route on Bourne End and Wooburn, it is impossible to understand the magnitude of environmental impacts arising from the significant changes in road traffic volumes and patterns arising from policy BE2. There is therefore the risk that subsequent assessment work identifies adverse environmental impacts falling on local residents and other sensitive receptors that cannot be reasonably mitigated to acceptable levels, in particular in

Transport Appraisal – 17 February 2021 WBEPC & KBEG 19 Kebour/2101043

Hedsor Road, Bourne End

relation to Air Quality, Noise and Cookham Bridge. This would prevent the delivery of development at the Site as envisaged in the Local Plan and the DDB.

7.21 It is recommended that further strategic traffic modelling is undertaken in order to understand the nature and magnitude of environmental impacts arising from policy BE2 and that this is used to inform the preparation of the DDB.

Highway Access

Upper Hedsor Road Junction

7.22 The intentions of the requirements for the design of the Upper Hedsor Road access are welcomed. However, they are entirely inconsistent with the requirements of the highway brief and current highway design guidance. As a consequence, instead of making a positive contribution towards improving the equality of design, they create a false picture of what can realistically be achieved.

7.23 The form of the Upper Hedsor Road / Principal Route junction implied as suitable in the DDB is incompatible with the functions that the Principal Route is intended to meet.

7.24 We would recommend that the various requirements of the DDB at the Upper Hedsor Road access junction are reviewed and reworded so that there is consistency in the design requirements. This could include a commitment to compulsory purchase (CPO) of land / buildings outside the control of the developer. This is also required to in order to inform the public and developers regarding how these matters could be overcome and hence associated potential impacts.

Hedsor Road / Ferry Lane junction

7.25 The analysis set out in this report demonstrates that there are significant constraints to achieving a functional junction at this location, which will clearly include substantially more removal of vegetation and verge to achieve a safe solution than has hitherto been considered.

7.26 Achieving a suitable balance between the form of this junction in a conservation area with its function as a south-eastern bypass of Bourne End accommodating high volumes of large vehicles, is a fundamental element of the Site being successfully and acceptably developed. In particular, in the absence of explicit road safety measures for pedestrians (for example signal controlled crossings), an enlarged junction accommodating a higher volume of traffic will increase the risk of pedestrian – vehicle collisions.

7.27 Notwithstanding this, the DDB provides no design guidance whatsoever regarding the form of junction that should be considered at this location to arrive at an acceptable solution. In the absence of this guidance it is impossible to assess what the impact of the junction improvement would be on road safety

Princes Road Junction

7.28 The analysis set out in this report demonstrates that it would be impossible to provide a safe, four-armed roundabout as required by the DDB within the physical constraints. In order to achieve a safe junction the bridge over the Wye would need to be widened and potentially the buildings on each corner of Princes Road / Cores End Road demolished.

7.29 We would recommend that the various requirements of the DDB at the Princes Road access and associated new roundabout junction are reviewed and reworded so that there is consistency in the design requirements. This could include a commitment to compulsory purchase (CPO) of land / buildings outside the control of the developer as well as a requirement to widen the river Wye bridge. This is also required to in order to inform the public and developers regarding how these matters could be overcome and hence associated potential impacts.

Transport Appraisal – 17 February 2021 WBEPC & KBEG 20 Kebour/2101043

Hedsor Road, Bourne End

On-street Car Parking

7.30 The DDB needs to be more explicit regarding what the outcomes of such on-street car parking reviews may be for example that they could result in the introduction of double yellow lines preventing existing residents from parking on-street.

7.31 We would also recommend that the review explicitly includes Upper Hedsor Road on the approaches to the new access junction and in particular the section between Ferry Lane and the access. This is because the intention is that this will cater for two-way bus and large vehicle movements as well as forming the link to Ferry Lane for the new bypass road.

Other Access Matters

7.32 The DDB does not consider the use of Wessex Road or Bridgestone Drive as potential points of vehicular access and this is welcomed.

7.33 The DDB refers to the potential delivery of a vehicular access point from Millboard Road. Such an access is neither in the gift of the Site promoter nor of the Council. Given the significant impact that the provision of an access from Millboard Road would have on the Site combined with the improbability of such an access being achievable, it is unclear why the DDB even refers to it. It is recommended that all reference to an access from Millboard Road is removed.

7.34 Both Heavens Lea and the Upper Hedsor Road approach to Heavens Lea as they are currently configured are entirely inappropriate for a highway access route serving a strategic residential development site. It is welcomed that the DDB makes no reference to potential highway access to the Site from Heavens Lea.

Conclusion

7.35 Many of the highway and transport aspects of the DDB are welcomed. However these aspects are simply confirming that the Site needs to be developed in accordance with current design guidance and / or the policy requirements of the adopted local plan.

7.36 As established above, there are severe Site specific constraints relating to:

 Delivery and promotion of sustainable transport modes;

 Safe and suitable access; and

 Highway safety.

7.37 However the DDB makes no attempt to provide guidance on how these severe constraints could be acceptably resolved. It is therefore concluded that the DDB as currently drafted fails to meet the primary function of a development brief. In terms of highways and transport matters, the DDB needs to be redrafted to address the recommendations set out in this report and thereby provide the guidance necessary to emsure that the development is delivered in a sustainable and acceptable manner.

Transport Appraisal – 17 February 2021 WBEPC & KBEG 21 Kebour/2101043

Appendix A

Upper Hedsor Road Junctions – LP Evidence

2 Costers Cottages Beaconsfield 1 Cottages Hollands Spring Cottages Cottages

Havenscroft 7.3m Access

15m Radii 2 x 2m Footways 1

South Fields 5

1

Long Boyds House 3 1

Hollands Def

2.4 x 45m Visbility Splay 26.6m (31.9mph 85th %ile speed)

El Sub Sta White2.4 Lodgex 45m Visbility SplayBarnside (34.4mph 85th %ile speed)

Hedsor Road

26.4m

Highway Boundary Extents

JOB TITLE CLIENT

ã david tucker associates DRAWING TITLE t r a n s p o r t p l a n n i n g c o n s u l t a n t s ã Forester House, Doctors Lane, Henley in Arden, Warwickshire B95 5AW Tel: +44(0)1564 793598 dta Fax: +44(0)1564 793983 www.dtatransportation.co.uk SCALE DRAWN BY DATE DRAWING No REVISION

Appendix B

Walk Catchment

Appendix C

Forecast Traffic Flows

Source: Wycombe Local Plan Sites, Wycombe District Council, Wycombe Local Plan Sites Traffic Modelling 26 June 2017 prepared by Jacobs

Appendix D

Phase 3 Report Extracts

Countywide Local Plan Modelling Buckinghamshire County Council

Phase 3 Technical Note

B12798E6/TM07 | Final 16 August 2017

Phase 3 Technical Note Buckinghamshire County Council

Phase 3 Technical Note

Countywide Local Plan Modelling

Project No: B12798E6 Document Title: Phase 3 Technical Note Document No.: B12798E6/TM07 Revision: Final Date: 16 August 2017 Client Name: Buckinghamshire County Council Client No: n/a Project Manager: Tom Withey Author: Lucy Prismall & Peter Holman File Name: M:\Transport Modelling\B12798E6 Countywide Local Plan Modelling\Technical Work\3. Transport Planning\Phase 3\Reporting\Countywide Local Plan Modelling Support Phase 3 Final 160817.docx

Jacobs U.K. Limited

1180 Eskdale Road Winnersh, Wokingham Reading RG41 5TU T +44 (0)118 946 7000 F +44 (0)118 946 7001 www.jacobs.com

© Copyright 2017 Jacobs U.K. Limited. The concepts and information contained in this document are the property of Jacobs. Use or copying of this document in whole or in part without the written permission of Jacobs constitutes an infringement of copyright.

Limitation: This report has been prepared on behalf of, and for the exclusive use of Jacobs’ Client, and is subject to, and issued in accordance with, the provisions of the contract between Jacobs and the Client. Jacobs accepts no liability or responsibility whatsoever for, or in respect of, any use of, or reliance upon, this report by any third party.

Document history and status

Revision Date Description By Review Approved

1 14/07/17 Countywide Local Plan Modelling Support Phase 3 PH & LP SM TW

2 16/08/17 Countywide Local Plan Modelling Support Phase 3 updated PH TW TW with client comments

B12798E6/TM07 i Phase 3 Technical Note

5.2.2.3 Bourne End

For a number of routes in Bourne End there are relatively moderate to significant increases in travel time in the DS scenario over the DM in the AM peak. This includes Furlong Road (up to 500%), Hedsor Road (up to 90%), Wessex Road (up to 75%) and southbound on A4094 Station Road.

The travel time increases are the result of increased congestion south of Bourne End on the A4094 Ferry Lane, at Cookham Bridge. The signalised junction at this location is already over capacity in the DM, and with the DS development in place there is an increase of approximately 130 southbound trips on the A4094. The extra traffic demand results in greater congestion through Bourne End, with additional vehicles queuing on the approach to the crossing. This impacts other junctions along the A4094, leading to the observed increases in travel time on the minor roads in Bourne End.

The impacts are not seen in the PM peak as the increase in southbound traffic flow on the A4094 Ferry Lane amounts to approximately 20 vehicles in the DS scenario, compared with the DM. As a result the level of congestion between the DS and DM remains similar.

Figure 5-M shows the travel time increases in the DS scenario compared with the DM in the AM peak, as described above. Figure 5-N illustrates the congestion already present in the DM on the approach to Cookham Bridge.

The travel time increases experienced in Bourne End are the result of increased demand flow on A4094 Ferry Lane at Cookham Bridge.

Figure 5-M Travel time changes from the DM to the DS scenario during the AM peak in Bourne End

B12798E6/TM07 33 Phase 3 Technical Note

There is already congestion present on the approach to the Cookham Bridge in the DM and on the adjoining minor roads through Bourne End

Figure 5-N Congestion ratio in the DM scenario during the AM peak in Bourne End

Both mitigation run 1 and 2 include Hollands Farm Link Road in the Bourne End area. With the mitigation in place the travel time increases on Furlong Road, Hedsor Road and Wessex Road are reduced compared with the DS scenario (up to 400% reduction from the DS), as vehicles using these links in the DS reassign to the new link road, reducing delay at the other junctions. However, the demand flows on the A4094 remain similar between scenarios, and the congestion at the Thames River crossing remains the main constraint in this area.

Figure 5-O illustrates the travel time changes with the mitigation in place in Bourne End during the AM peak.

B12798E6/TM07 34 Phase 3 Technical Note

Travel time increases on the minor roads are slightly reduced compared with the DS scenario with the link road in place.

Figure 5-O Travel time changes from the DM to the DS run 1 scenario during the AM peak in Bourne End

It should be noted that the separate Wycombe Local Plan Sites modelling work (referred to at the end of section 5.2.2.2) did not identify a significant congestion issue on the approach to Cookham Bridge on the A4094; however, Cookham/ Bourne End is outside of the study area for that piece of work, and therefore the network and associated junction coding is not as detailed as that which is included for this work. As a result the Wycombe Model does not provide as reliable an indicator of congestion in that area as does the Countywide model.

5.2.2.4 Marlow and A404

In general there are relatively slight increases in travel time in the Marlow and Bisham area when comparing the DS with the DM scenario, with the notable exception of the Marlow Bridge area, which is already heavily congested in the DM scenario. At this location, congestion from the Bisham Roundabout which affects this area is further exacerbated in the DS scenario, due to both increased southbound traffic flows on the road (approximately 50 vehicles), and northbound on the A404 at the junction (approximately 100 vehicles).

There are also significant increases in travel time on the A404 (up to 90%) and Wycombe Road (up to 300%) particularly in the PM peak, which are linked to the increased congestion at in the DS scenario. In addition, congestion already present in the DM scenario at the Westhorpe junction and Bisham Roundabout is present in the DS scenarios, with delays on Rd approaching the Westhorpe junction increasing compared with the DM scenario.

The majority of impacts described above are due to congestion on the A404 corridor, particularly at the Bisham Roundabout and Handy Cross Junction, and are not primarily related to constraints on the local road network in the Marlow area. The Bisham Roundabout was previously reviewed as a Pinch Point Scheme, but was later withdrawn because of wider adverse effects on the A404 corridor.

B12798E6/TM07 35

Appendix E

Junction Design Guidance

CD 123 Revision 1 2. Junction selection

2. Junction selection

Priority junction selection 2.1 Priority junctions shall not be used on motorways or all-purpose dual three lane carriageways. 2.1.1 Priority junctions should not be located on a sharp curve on a major road. NOTE 1 The placement of a priority junction on the inside of a sharp curve is particularly hazardous as this can restrict visibility to a much greater degree than on the outside of a curve, and is likely to create blind spots. NOTE 2 The placement of a priority junction on the outside of a sharp curve can result in drivers on the major road misinterpreting the minor road as the ahead direction. Equally drivers on the minor road could misinterpret the layout as drivers on the mainline as having to give way. 2.1.2 Priority junctions should only be located on level ground or where any approach that is on a downhill gradient does not exceed 2% over the applicable desirable minimum stopping sight distance (SSD). 2.1.3 The number of priority junctions providing access to the all-purpose trunk roads should be minimised. NOTE Minimising the number of junctions on a road can be achieved by connecting side roads and accesses to a collector road running parallel to the main road. 2.2 Priority junctions that do not form a through route shall not be provided on overtaking sections. 2.3 Simple priority junctions shall only be used on single carriageway roads without a climbing lane. 2.3.1 The selection of priority junction and major road central treatment for single carriageway roads should be determined based on the standard of major road and traffic flows on both the major and minor roads. Figure 2.3.1 illustrates approximate levels of provision for varying traffic flows.

Figure 2.3.1 Approximate priority junction provision on single carriageway roads based on flows only

11

Appendix F

Upper Hedsor Road Access with right turn lane

C:\Users\calummcgoff\Motion\StaffSite -TPProjects\kebour2101043\Drawings\2101043-02.dwg

2101043-02 - © Crown Copyright 2012. All rights reserved. Licence number 100043407 number Licence reserved. rights All 2012. Copyright Crown ©

Drawing: Revision:

1:1000 (@ A3) (@ Scale:

Right Turn Lane Turn Right

Hollands Farm - Hedsor Road Hedsor - Farm Hollands

Title:

Keep Bourne End Green End Bourne Keep

Project:

www.motion.co.uk

T: 020 8065 5208 8065 020 T: T: 01483 531 300 531 01483 T:

SE1 9PG SE1 GU1 4AU GU1

London Surrey

1-2 Hatfields 1-2 Guildford

Cargo Works Cargo 84 North Street North 84

Cornerways 26.4m

Barnside White Lodge White

El Sub Sta Sub El

26.4m

2.4 by 43 metre visibility splays visibility metre 43 by 2.4

26.6m

Bank

Hollands

Bourne

1 27.3m

Long Boyds House Boyds Long 3 House Boyds Long

1 FB South Fields South

5 Fields South

1 ROAD Havenscroft

8

HEDSOR

Cottages Cottages

Hollands

Spring

Cottages Woodstock

The Meads The

1

Beaconsfield

n o r t h t r o n

Highway Boundary Highway Legend

Appendix F

Upper Hedsor Road Access with right turn lane

C:\Users\calummcgoff\Motion\StaffSite -TPProjects\kebour2101043\Drawings\2101043-03.dwg

2101043-03 - © Crown Copyright 2012. All rights reserved. Licence number 100043407 number Licence reserved. rights All 2012. Copyright Crown ©

Drawing: Revision:

1:1000 (@ A3) (@ Scale:

Compact Roundabout Compact

Hollands Farm - Hedsor Road Hedsor - Farm Hollands

Title:

Keep Bourne End Green End Bourne Keep

Project:

www.motion.co.uk

T: 020 8065 5208 8065 020 T: T: 01483 531 300 531 01483 T:

SE1 9PG SE1 GU1 4AU GU1

London Surrey

1-2 Hatfields 1-2 Guildford

Cargo Works Cargo 84 North Street North 84

Cornerways 26.4m

Barnside White Lodge White

El Sub Sta Sub El

26.4m

26.6m

Bank

Hollands

Bourne

1 27.3m

Long Boyds House Boyds Long 3 House Boyds Long

1 FB South Fields South

5 Fields South

1 ROAD Havenscroft

8

HEDSOR

Cottages Cottages

Hollands

Spring

Cottages Woodstock

The Meads The

1

Beaconsfield

achieved.

it has not been confirmed that adequate deflection is deflection adequate that confirmed been not has it

Drawing is indicative only. Geometry is not final and final not is Geometry only. indicative is Drawing

n o r t h t r o n

Notes:

Highway Boundary Highway Legend

Appendix H

Hedsor Road / Ferry Lane junction improvement – LP Evidence

Appendix I

Hedsor Road / Ferry Lane swept path analysis

Havenscroft Legend

Highway Boundary

South Fields

n o r t h

27.3m

11.009 Bourne Hollands Bank

2.048 5.95

Dart SLF 11.20m Overall Length 11.009m Overall Width 2.401m Overall Body Height 3.077m Min Body Ground Clearance 0.312m Track Width 2.360m Lock to lock time 4.00s Kerb to Kerb Turning Radius 9.518m 26.4m El Sub Sta White Lodge Barnside

Cornerways 26.4m

84 North Street Cargo Works Guildford 1-2 Hatfields Surrey London GU1 4AU SE1 9PG

T: 01483 531 300 T: 020 8065 5208

www.motion.co.uk

Project: Keep Bourne End Green

Title: Swept Path Analysis Right Turn Lane

Scale: 1:500 (@ A3)

Drawing: Revision:

© Crown Copyright 2012. All rights reserved. Licence number 100043407 2101043-TK02 - C:\Users\calummcgoff\Motion\StaffSite - TP Projects\kebour 2101043\Drawings\2101043-TK02.dwg

C:\Users\calummcgoff\Motion\StaffSite -TPProjects\kebour2101043\Drawings\2101043-TK03.dwg

2101043-TK03 - © Crown Copyright 2012. All rights reserved. Licence number 100043407 number Licence reserved. rights All 2012. Copyright Crown ©

Drawing: Revision:

1:1000 (@ A3) (@ Scale:

Compact Roundabout Compact

Swept Path Analysis Path Swept

Title:

Keep Bourne End Green End Bourne Keep

Project:

www.motion.co.uk

T: 020 8065 5208 8065 020 T: T: 01483 531 300 531 01483 T:

SE1 9PG SE1 GU1 4AU GU1

London Surrey

1-2 Hatfields 1-2 Guildford

Cargo Works Cargo 84 North Street North 84

Cornerways 26.4m

Barnside White Lodge White

El Sub Sta Sub El

26.4m

Ivy Cottage Ivy

26.6m

Bank

Hollands

Bourne

1 27.3m

Long Boyds House Boyds Long 3 House Boyds Long

1 FB South Fields South

5 Fields South

1 ROAD

Havenscroft

9.518m

Kerb to Kerb Turning Radius Turning Kerb to Kerb 8

HEDSOR 4.00s time lock to Lock

Track Width Track 2.360m

Min Body Ground Clearance Ground Body Min 0.312m

Overall Body Height Body Overall 3.077m

Cottages Cottages

Overall Width Overall 2.401m

Hollands

Spring Overall Length Overall 11.009m

Cottages Woodstock

Dart SLF 11.20m SLF Dart 1

Beaconsfield

5.95 2.048

11.009

n o r t h t r o n

Highway Boundary Highway Legend

Appendix J

Hedsor Road / Ferry Lane right turn lane swept path analysis

Car Passing Bus Bus Passing Bus HGV Passing Bus Legend

Highway Boundary FB FB FB

11.009 27.3m 27.3m 27.3m n o r t h

Bourne Bourne Bourne 2.048 5.95 Dart SLF 11.20m Bank Bank Bank Overall Length 11.009m Overall Width 2.401m Overall Body Height 3.077m Min Body Ground Clearance 0.312m Track Width 2.360m Lock to lock time 4.00s Kerb to Kerb Turning Radius 9.518m

5.079

26.4m 26.4m 26.4m 0.816 3.035

Large Car (2006) Overall Length 5.079m Overall Width 1.872m Overall Body Height 1.525m Min Body Ground Clearance 0.310m Max Track Width 1.831m Lock to lock time 4.00s Kerb to Kerb Turning Radius 5.900m

13.6 6.53

Cornerways Cornerways Cornerways Max 90° Horiz 4.78 Max 10° Vert 1.37 3 1.4 6.4 1.4 1.4 2.52

Max Legal Length (UK) Articulated Vehicle (16.5m) Overall Length 16.500m Overall Width 2.550m Overall Body Height 3.681m Min Body Ground Clearance 0.411m Max Track Width 2.500m Lock to lock time 6.00s Kerb to Kerb Turning Radius 6.530m

84 North Street Cargo Works Guildford 1-2 Hatfields Surrey London GU1 4AU SE1 9PG

T: 01483 531 300 T: 020 8065 5208

www.motion.co.uk

Project: Keep Bourne End Green

Title: Swept Path Analysis Ferry Lane/Hedsor road

Scale: 1:500 (@ A3)

Drawing: Revision:

© Crown Copyright 2012. All rights reserved. Licence number 100043407 2101043-TK04 - C:\Users\calummcgoff\Motion\StaffSite - TP Projects\kebour 2101043\Drawings\2101043-TK04.dwg

Appendix K

Princes Road Roundabout – LP Evidence

Legend

Required Visibility

Achievable Visibility

n o r t h Highway Boundary

Third Party Land Required for Visibility

Glendale

Brookdale Bridge parapet restricts visibility splay

Wye Bridge

R40.0m BROOKBANK 5°m ( 5°m

5.0m ф

9.7m ) 3.0m 32.4m Bridge 7.9m

Achievable forward visibility (28 Cottagemetres) 7.5m R16.0m 6.0m River

Cottage 60°m (2 30°m (2 39°m (2 39°m

ф Middle Cottage ) R30.0m Property wall and highway boundary restricts visibility splay ф

4.5m ) ф

R8.0mKingfisher ) Cottage Achievable forward visibility (21 metres) 32.1m 2.3m CR Inadequate deflection for ahead movement 6.4m 5.2m

6.5m 1

R18.0m

1 Fernleigh Court Our Haven 3.0m

South ViewTerrace Ward Bdy

4 Chiltern 1 Marston Bluebell Cottage PRINCES ROAD PRINCES ROAD Mill Lodge Cerney Villa The Manse

Little Pies Cores End United Reformed Church Jersey Cottage

84 North Street Cargo Works Guildford 1-2 Hatfields Surrey London GU1 4AU SE1 9PG

T: 01483 531 300 T: 020 8065 5208

www.motion.co.uk

Project: Keep Bourne End Green

Title: Hollands Farm - Princes Road Indicative Access Arrangement

Scale: 1:1000 (@ A3)

Drawing: Revision:

© Crown Copyright 2012. All rights reserved. Licence number 100043407 2101043-01 - C:\Users\calummcgoff\Motion\StaffSite - TP Projects\kebour 2101043\Drawings\2101043-01A.dwg