Part B Development Management Policy - Draft Local Plan for Buckinghamshire (Reg 18)

2. Development Management Policies - Transport

2.44 Transport requirements in new developments

2.44.1 Transport facilitates the movement of people between their home, work, shops and services, including education, across Buckinghamshire and beyond. It supports sustainable growth opportunities, inward investment, regeneration and contributes towards the delivery of sustainable development. The way we move also affects our health as individuals and as a community.

2.44.2 Buckinghamshire being a predominantly rural area, many residents and workers often have limited travel options other than the private car (i.e. infrequent bus services due to financial viability, distance means that walking/cycling not an option). Car ownership in Buckinghamshire is higher than the national average. Traffic congestion is a key issue disrupting people's everyday journeys and impacting on the local economy. Traffic congestion is predicted to increase across the county if current travel patterns continue. Through the Local Plan, the Council will need to ensure that the right infrastructure is in place to support future demand and in step with the growth in the area. In order to address these challenges, plan-making and planning decisions should consider many aspects of transport need to improve people's transport choices and enable people to choose sustainable transport modes3, whilst understanding that car use may be the only viable option for some journeys (particularly in rural locations). This will help to tackle congestion, reduce carbon emissions and create healthy and thriving neighbourhoods.

2.44.3 To achieve this broader consideration of transport needs and ensure people have real travel choice, we need to take a different approach to previous plans. The policies in this Chapter are therefore based on a vision-led place-based approach to shape future development and transport infrastructure in Buckinghamshire.

2.44.4 A place-based approach to net zero transport should focus on solutions that create well-connected places and healthier, happier, more resilient communities. These objectives are critical to good planning, linking the imperative to reduce transport emissions with wider objectives related to decarbonisation, sustainable housing and employment growth and nature recovery.

2.44.5 This approach identifies the need to follow a sustainability hierarchy in terms of transport needs: substitute (avoid), shift and switch/ improve. It is however recognised that connectivity by motorised vehicles, particularly on a strategic level, is essential in facilitating many journeys.

2.44.6 This basic hierarchy is summarised in the "Sustainable Accessibility and Mobility (SAM) Framework"^[16] below, which seeks to prioritise interventions in the following order:

1. Substitute Trips: replace the need to travel beyond your community: Do I need to travel, can I do it online?
2. Shift Modes: Could I walk, cycle, or use public transport?
3. Switch Fuels: If I need to use the car, could it be alternative fuel?

Figure 7 - Source: rtpi-net-zero-transport-january-2021.pdf

2.44.7 To help achieve this, the location of development in sustainable locations, and the supply of accessible sustainable transport modes, including walking, wheeling and cycling, will be prioritised. Roads will be carefully designed to support developments and minimise severance.

2.44.8 We will also work in partnership with National Highways, Network Rail, Great British Railways Transition Team, Active Travel England and others to bring forward improvements to strategic transport infrastructure, services and freight movements. This will support local travel movements and also strategic.

Vision-led transport planning

2.44.9 The first part of the policy sets the strategic context for transport planning in Buckinghamshire. As an approach, a way of thinking or mindset, a vision-led approach to transport planning is relevant to all scales of development and its application can be tailored accordingly. Therefore, all new developments need to contribute at scale to the transport objectives of the Local Plan and adopted Local Transport Plan. Where sites are allocated, the vision is set in the Plan.

2.44.10 Transport modelling will still be necessary in vision-led transport planning. Developers will be required to model a range of plausible scenarios which assume different assumptions about trip generations and mode shifts.

2.44.11 Plausible scenarios will be based on:

• characteristics of the proposed development site's location,
• its existing connectivity,
• the mitigation or connectivity improvements that will be either delivered directly by the site developers or through financial contributions towards Buckinghamshire Council's schemes and
• the extrapolation of trends in travel behaviour.

2.44.12 Developers will need to engage at the earliest opportunity with the Highway and Planning Authorities to agree on a vision-led methodology.

2.44.13 The Council will develop further guidance on vision-led transport planning.

Delivering the vision

2.44.14 The second part of the policy applies to any development proposal which requires the submission of a transport statement or transport assessment as set out in the Department for Transport guidance.

2.44.15 Transport Assessments and Transport Statements primarily focus on evaluating the potential transport impacts of the development proposal and the scope/impacts/mitigation will vary from site to site. They may also consider net reductions of impacts and therefore no mitigation is required.

2.44.16 Sustainable modes of transport should be prioritised in new developments to promote accessibility and integration with the wider community and existing networks. Priority should be given to walking, cycling, wheeling and access to public transport including the provision of new or enhanced existing bus services. It should be easier and quicker to walk, wheel or cycle to key locations across the site (and nearby) in order to encourage walking, wheeling and cycling to be the first choice for short trips. New developments need to consider access to and provisions at local rail stations to ensure that they can accommodate increased rail demand.

2.44.17 Developers should ensure that all schools on new developments have safe, direct, accessible walking and cycling routes both within the development and also take into account routes children and young people might take into schools on new developments from outside the development.

2.44.18 People also need access to open spaces and recreational facilities and should be able to easily get there by walking/bike. These spaces are in their own right going to be used for walking/cycling, therefore provisions should be made for walking/cycling routes through all green spaces.

2.44.19 Developers will need to refer to the latest detailed guidance from the Highway Authority, including on Travel Plans6, Car Clubs and Mobility Hubs. Cycling provision must follow LTN1/20 guidance, or any future update to it, subject to safety requirements.

2.44.20 The vision-led approach recognises that journeys by car will still be required. To support those that need to drive, measures should be included to encourage zero emission vehicles, car sharing, and reduce journey lengths such as mobility hubs. The design of developments should also ensure motor vehicle movements are routed appropriately.

2.44.21 To ensure that all transport users needs are considered and genuine travel choice is provided in new developments, highway upgrades for cars / HGV use should only be considered after all other options have been explored.

2.44.22 A car club provides access to private vehicles for hire. The cars are usually parked in reserved parking spaces specifically for car club vehicles. They provide more sustainable vehicles and travel choice.

2.44.23 The guidance will support the parking standards and will outline the benefits of car club schemes, the types of schemes, operational models and management, and the parking space requirements (location, infrastructure and design).

2.44.24 A mobility hub is a physical location that facilitates the integration of multiple transport options e.g. buses, trains, bicycles, e-scooters and carsharing services making it easier for people to switch between different types of transport. In Buckinghamshire, mobility hubs will facilitate and enhance connections between new developments, existing rail and bus interchanges and key tourist and employment zones.

2.44.25 Where and how mobility hubs are implemented will vary depending on specific site constraints, existing transport provision, user demand, future transport and economic trends. Developers should refer to the mobility hub guidance to ensure that the right mix of sustainable transport modes are viably implemented.

2.44.26 The Council is currently developing Mobility Hub guidance as part of LTP5 which will outline the types of mobility hubs, where they are likely to apply and the proposed mix of components for each mobility hub types. The guidance will outline minimum requirements that each mobility hub must meet.

Highway safety

2.44.27 In line with the NPPF, developments should not have a severe adverse impact on the network. Mitigation following a vision-led approach will need to be provided as appropriate.

Design requirements

2.44.28 Detailed design requirements will need to be discussed and agreed at the earliest opportunity with the Highway Authority.

2.45 Transport improvements

2.45.1 In line with the Highway Authority priorities, the local plan formally safeguards Transport Improvement Lines through this policy to ensure that that no development could prejudice the delivery of these schemes.

2.45.2 The Council will not permit development that would prejudice the implementation of any of the schemes safeguarded by the Council (see transport improvement lines on the website). There are different types of road and junction improvement lines and they are required to provide improvements to road networks, to increase road capacity, improve road safety, as well as creating additional public transport or non-vehicular routes for walking, wheeling and cycling.

2.45.3 In addition, major development sites are required to identify, protect and deliver strategic transport infrastructure where there is robust evidence it is critical to widen transport choice or support delivery of large-scale development. Strategic transport infrastructure may be required to improve the current transport network or support future travel requirements.

2.45.4 Strategic transport infrastructure includes new roads, improvements to road networks and creation of additional public transport or non-vehicular routes for walking, wheeling and cycling. Infrastructure will be delivered on site or through contribution towards its delivery. Due to the nature of Buckinghamshire, roads will remain an important part of transport infrastructure.

2.45.5 Strategic transport infrastructure does not include rail which is considered separately through the safeguarded land policies.

2.46 Parking standards

2.46.1 Car parking and its location has an impact on the quality of the environment – how it looks, how it functions – and on safety. The availability and convenience of parking at the destination can have a real effect on the choices people make regarding travel.

2.46.2 Policies within the National Planning Policy Framework (NPPF) have given local authorities the flexibility to tailor parking provision based on local market demands, community needs and future transport ambitions. Buckinghamshire's Local Transport Plan sets out the local priorities for promoting modal shift and influencing the quality and character of local streets. The Parking standards takes the many demographic and economic variations in Buckinghamshire's urban and rural areas as well as the significant variations in accessibility of public transport and reflects these variations in the parking standards to ensure adequate parking provision.

2.46.3 Development proposals will be required to comply with the latest parking standards to ensure that parking provision (including designs and layouts) are implemented for the benefit of all users.

2.46.4 Current vehicle parking standards, including for cycles and motorcycles, are on the council website. An update to the Parking Standards is under way, and is expected to be completed next year. We wish to encourage electric vehicle charging infrastructure to support all electric vehicles in use. Electric vehicle infrastructure requirements will be defined as part of the new Parking Standards being prepared.

2.47 Public rights of way

2.47.1 As of June 2025, there are 2,084 miles of Public Rights of Way in Buckinghamshire which form the primary means by which residents and visitors access the countryside, but also schools and workplaces. Management of the network is guided by the Buckinghamshire Rights of Way Improvement Plan 2020-2030, which acknowledges the network's critical role in the rural economy.

2.47.2 Public Rights of Way are complimentary to the footway and cycleway network for walking and cycling which will contribute to the delivery of the Buckinghamshire Local Cycling and Walking Infrastructure Plan (LCWIP).

2.47.3 The Local Plan will seek to protect this resource and ensure improvements or enhancements are secured through the planning process to encourage active travel by new residents and discourage short journeys by car.

2.47.4 The protection and conservation of public rights of way need to be reconciled with the benefits of new development, to maximise the opportunity to form links from the development to the wider public rights of way network, public transport, recreational facilities and green infrastructure.

2.47.5 When delivering sustainable transport solutions for strategic sites, there may be instances where it is necessary to upgrade Public Rights of Way as an alternative to the Highway network. For example, to use a section as a cycleway as well as footpath.

2.47.6 Any changes to a Public Right of Way will require a separate legal process, either under s257 Town and Country Planning Act 1990 (as amended by subsequent legislation) if impacted directly by a development's footprint or otherwise under s119 Highways Act 1980 (as amended by subsequent legislation). The diverted route should be of similar or greater merit than the existing.

2.48 Freight and logistics

2.48.1 Local authorities are required to plan for the modern economy; this includes freight and logistics. Freight is essential for servicing industry, communities, and supporting economic development. The Council is working on updating its Freight strategyalongside the emerging Local Transport Plan 5.

2.48.2 The transportation of goods by freight (road and rail) plays a key role in servicing Buckinghamshire's industry, communities and enabling our growth and economic development. Freight offers our residents choice as consumers and businesses: allowing them to grow, thrive and develop.

2.48.3 Whilst we recognise the importance of freight, there are also local challenges with the movement of goods by road. This includes freights contribution to transport carbon emissions and local traffic or road safety issues. Therefore, where deliveries are required, developments need to ensure appropriate access, loading and unloading arrangements. We will also support measures to enable sustainable deliveries and contribution towards our net zero ambitions.

2.48.4 As the most established modern economy presence within Buckinghamshire [freight and logistics dominate the employment figures at both the Buckinghamshire and national level, representing 72.1% of modern economy roles in Buckinghamshire in 2023], there are many businesses within the wider freight and logistics supply chain. Most prominently, these businesses are wholesalers, including pharmaceuticals, food and agricultural products, and office machinery and equipment.

2.48.5 These businesses positioned along key road connections, with clusters in and around the main settlements and business parks.

2.48.6 The Council is involved in developing a regional freight strategy as part of its involvement in England's Economic Heartland.

2.48.7 Buckinghamshire's relative lack of strategic freight infrastructure such as ports, airports, and rail freight terminals places limits its potential comparative advantage in the sector. Conversely, logistics, which includes warehousing and storage, demonstrates considerably stronger demand conditions, indicative of excess demand for logistics services.

2.48.8 The Employment Land Review Modern Economy Report has concluded that there is a need for smart warehousing via retrofitting of existing stock (pre-2000 for most) which would improve their efficiency through digitalisation and automation.

2.49 Aviation development

2.49.1 The Council will seek to mitigate severe impacts from aviation developments where applicable. National guidance to local planning authorities is included in the DfT's general aviation handbook^[17].

2.49.2 Local airfields are important local facilities. On small airfields such as Denham or Wycombe Air Park the Council will seek to ensure that proposals do not prejudice the operational users already in place.

2.49.3 In relation to major airports in adjacent authorities, namely Heathrow and Luton, development in Buckinghamshire should not prejudice the safe operation of these international airports.

2.49.4 There are a number of statutory and non-statutory aviation safeguarding zones from airfields within Buckinghamshire, as well as airports and airfields within neighbouring authorities. Safeguarding zones are identified by each aerodrome based on their operational requirements. Any proposed development within an identified Aviation Safeguarding Zone will be subject to consultation with the operator of the aerodrome and the Ministry of Defence. Restrictions in height, placement of buildings and equipment or changes to the detailed design of development may be necessary to mitigate the risk of aircraft accident and interference with equipment to maintain operational integrity.

2.50 East West Rail

2.50.1 The delivery of East West Rail is vital for the subregion's prosperity and for improving sustainable travel alternatives to the car for commuting and leisure.

2.50.2 The East West Rail (EWR) project will provide a new east-west orbital route between the east of England and south-central England making use of existing infrastructure where available. The EWR project is aiming to provide connectivity to Reading, Didcot, Oxford, Bicester, Aylesbury, Milton Keynes, Bedford, Cambridge, Norwich and Ipswich and supports sustainable growth across the corridor. The council is one of a consortium of local authorities in England's Economic Heartland (the subnational strategic transport body) working with Network Rail and the Department for Transport, influencing and supporting the early implementation of this key infrastructure project.

2.50.3 The East West Rail western section (Phase 2) involves the upgrade and reconstruction of sections of line linking Bedford to Bicester and Milton Keynes, via Winslow. This will allow passenger and freight services to run between Bedford, Milton Keynes, Bletchley and Bicester, with a new station in Winslow. EWR are also proposing passing loops for freight near Middle Claydon.

2.50.4 East West Rail Phase 1 Bicester to Oxford is in operation and preparation for Phase 2, Bicester - Milton Keynes is well advanced. Train services are due to commence operation in the latter half of 2025.

2.50.5 Proposals by EWR Co and the Department for Transport do not currently include provision for the Aylesbury-East West Rail Link. This would provide a connection from Aylesbury to East West Rail, enabling direct services from Aylesbury and Aylesbury Vale Parkway to Winslow, Bletchley, Milton Keynes and other destinations further east. Services would run via an upgraded existing freight-only line north from Aylesbury Vale Parkway, joining East West Rail at Claydon West Junction. Provision for the Aylesbury Link is already being partially delivered by HS2 as part of its work in the Calvert and Claydon area.

2.50.6 The Council strongly supports delivery of the Aylesbury Link-East West Rail Link, including a continuous two-track railway corridor between Aylesbury railway station and Claydon West Junction, and provision for future overhead line electrification (OLE). It is appropriate to ensure that development adjoining the line does not prejudice this. In that context, all planning applications within 50 m of the branch line will be subject to consultation with Network Rail.

2.50.7 The Princes Risborough to Aylesbury branch is a single-track line with speed restrictions serving Monks Risborough and Kimble. Double-tracking this branch line is outside of the scope of current projects but was identified by Network Rail in their West Midlands and Chilterns Route Study 2017.

2.50.8 The indicative Train Service Specification for 2043 developed to support Network Rail's route study shows a requirement for up to three trains per hour along the line, in place of the current one train per hour. This level of service would require the line to be doubletracked. Increasing the train paths to two an hour could be a requirement sooner than this, within the plan period. This increase in capacity is required to support the planned level of sustainable growth across the Chilterns network area.

2.50.9 The Council strongly supports the mid to long-term aspiration of Network Rail to double-track the Princes Risborough to Aylesbury line. It is appropriate to ensure that development adjoining the branch line does not prejudice this. In that context, all planning applications within 50 m of the branch line will be subject to consultation with Network Rail.

2.51 High Speed Two

2.51.1 High Speed 2 (HS2) is a national infrastructure project that will link London to Birmingham. The Secretary of State for Transport issued a safeguarding direction for the route between London and Birmingham in July 2013. The HS2 Bill received Royal Assent in February 2017.

2.51.2 The safeguarded land runs through the centre of the county and will be defined on the Policies Map in the final plan. The safeguarding directive requires the notification to HS2 Ltd of any planning application which affects the safeguarded land.

2.52 Former Bourne End to High Wycombe to railway line

2.52.1 The track between High Wycombe and Bourne End was closed in 1970 and has been safeguarded since 1976. The Delivery and Site Allocations Plan for the former Wycombe District safeguarded the route in 2013 for its potential to be developed as a high-quality public transport corridor.

2.52.2 A study^[18] recommended that "the relevant local authorities should prevent further development along the alignment, so that the route is preserved in the event of the case for the re-instatement of public transport route here strengthening in the future."

2.52.3 Following further work the Council considers that the prospects for a public transport route being created are now very unlikely. However, the route does offer great potential as a walking and cycling route as it is direct and well connected to homes, schools, jobs, railway stations, open space and town/district centres on a largely flat, largely traffic free route through an attractive landscape. The route – much of which remains undeveloped - is therefore safeguarded for the provision of a dedicated walking/wheeling/cycling route. The route also has potential to enhance green infrastructure. It is identified in the emerging Local Nature Recovery Strategy as an Area that Could Become of Particular Importance for Biodiversity.

2.52.4 Creation of an active travel route along the former railway line would deliver economic and health benefits by encouraging cycling, wheeling and walking and could form part of the Sustrans National Cycle Network. Its route along the valley floor is well positioned, as it runs through/is adjacent to urban areas for almost all its length – close to schools, houses, work places, rail stations and town /district centres, so it could be used for all types of cycling and walking journeys and in many places could be separated from vehicular traffic in order to make this route more attractive to users. Studies have shown it is not otherwise practicable to meet modern design standards for a cycle route between High Wycombe and Bourne End.

2.52.5 The Council will seek delivery of convenient links to the route, and sections of the route where appropriate, through direct delivery or s106 contributions as necessary. To this effect, a buffer of 800 metres from the corridor boundary is proposed to capture s106 contributions from major sites (10 or more). This corresponds to a 10 minutes' walk / 3 minutes cycling and is deemed reasonable.