AGT1 Supplementary Planning Document

Section 3.2.6 outlines four development areas within AGT1 and how these could have differing character. This section provides indicative design guidance and principles for each of these areas that should be adopted within forthcoming designs.

Information on each area has been broken down to cover the topics below and provide indicative design guidance on a number of subject matters:

• Area Overview– overview of the character area and indicative illustration of potential layout;
• Urban Design Framework – overview of indicative layout with design principles for frontages, key routes and spaces, density and feature buildings;
• Key Routes and Spaces– Indicative examples of how some of the key routes or spaces could be provided
• Building Typologies– reference and precedent information of potential building typologies that suit the density and heights;
• Area Key View– artist's impression of one of the key areas and function of the space;

Indicative Character Area Plan

4.4.1 Area 1 - Northern Area

Overview

Area 1 Indicative Features Plan

Urban Design Framework

Key design principles for Area 1 should follow the guidance of the urban design framework sketch adjacent, with particular reference to the following:

• Vehicle Access - to Area 1 is subject to ongoing technical considerations. There are two options for crossing the South-East Aylesbury Link Road and linking with Area 2 to the south. These comprise an underpass in the south east corner and a bridge to the south west that are both technically feasible but subject to more detailed assessment. There is potential for some housing to be accessed directly off Lower Road, just north of the South- East Aylesbury Link Road junction. There is potential for a further connection through to the existing development to the north west. A 'left in/left out' access off the SEALR could be explored if all other options would leave the land parcel inaccessible and incapable of development.
• Edges – are generally outwardly facing towards the boundary as there is no adjacent development to be respected. Strong frontages should be adopted and perimeter blocks should be created to the development areas.
• Movement Corridors – should align with existing hedgerow/tree lines to establish multi- purpose green corridors through Area 1. These corridors should respect the existing vegetation and therefore be wide, with space for incorporation of Surface Water Drainage within the corridor design. Development should overlook these corridors and be intensified to maximise activity and surveillance over the route.
• South-East Aylesbury Link Road Crossing Point – suitable locations for ramps & steps crossing the embankment aligning the road should be reviewed collectively with the emerging designs for Area 1. The location of these crossing points should facilitate direct connections with the key movement corridors in Area 1, and also be located to minimise the extent of ramps and steps, for ease of access for all. Level access connections with the footpath along the South-East Aylesbury Link Road will be available along the south western edge of Area 1.

Area 1 Indicative Urban Design Framework

Key Routes and Spaces

Stoke Mandeville Hospital Arrival

The Northern Arrival space is a key location for the whole of AGT1 being the entry point to the site from the Stoke Mandeville Hospital area, including its Local Centre and Stoke Mandeville Stadium facilities, therefore is likely to be very well used. As such an attractive arrival space should be created, with buildings surrounding the space and overlooking it, and opportunities for key statement buildings on the corners of ends of development blocks. There is potential for inclusion of a minor mobility hub in this location, which could provide e-bike or e-scooter access for use when travelling northwards from AGT1 towards Aylesbury centre.

South-East Aylesbury Link Road Edge

Buildings should face towards the South-East Aylesbury Link Road to ensure amenity space is protected from noise by the building line. As such a strong and linked building line should be created consisting of apartments, terraces and linked houses. There is opportunity for 'car-free' frontage here - the maintenance road serving the South-East Aylesbury Link Road could perform a dual function as a pedestrian/cycle route along the edge of the development area.

Railway Edge Plan

Buildings should face towards the railway edge to ensure amenity space is protected from noise by the building line. Within the landscape buffer alongside the railway corridor should be located a pedestrian/cycle route connecting Stoke Mandeville Hospital area with the South-East Aylesbury Link Road underpass and onwards to the south. Opportunity for on-street visitor parking in parallel bays on outer edge of road, aligning landscape buffer.

Building Typologies

The design of building forms and use of materials must reference an understanding of the local character. A character study should be conducted as part of the design process and used to help inform the appearance of the proposed buildings.

Building forms in Area 1 must have a relevance to the local vernacular and take visual cues from the area, such as the local context in Stoke Leys and emerging development to the north- west.

Contemporary forms of buildings can be proposed however should be informed by the character study in terms of building form, roof scape, facade composition and window hierarchy.

All buildings should use materials that are durable, age well and are positively enhanced by weathering. Material choice will be informed by a character study of the area and strong design rationale for the specific character area within which the buildings are located.

Sustainable Movement Example - Abode, Great Kneighton and Green Corridors Example - The Paddocks

Artists Impression of Primary Route through the Site

4.4.2 Area 2 - Western Area

Overview

Features of this character area include:

• Creation of gateway arrival space off Lower Road;
• Incorporation of strategic east-west corridor integrating key movement route and green corridor, along route of existing Public Right of Way; high density development along this route;
• North-south green corridors around existing Public Right of Way and hedgerow with strong development frontage;
• Potential for location of Local centre uses such as Primary School at junction of movement routes and higher density along street;
• Creation of internal green spaces and squares within development platform;
• Creation of green spaces around edges of development area to incorporate Sustainable Drainage Systems within Green and blue infrastructure network;
• Lower density development along southern edge of development facing towards strategic buffer;
• Higher Density built form to central routes and development parcels aligning South-East Aylesbury Link Road;

Area 2 Indicative Features Plan

Urban Design Framework

Key design principles for Area 2 should follow the guidance of the urban design framework sketch adjacent, with particular reference to the following:

• Movement corridors – key to the design of Area 2 is the 'grid' that is created when incorporating existing tree/hedgerows through the development area, and the potential opportunity to create a strong sustainable movement framework through the area. As with Area 1, these routes could be multi-functional by providing a green corridor and opportunities for surface water drainage integration in the street design.
• Edges–Area 2 is generally outwardly facing except for a small area in the north-west corner which backs onto existing houses, which should be respected. Elsewhere, development edges should provide a strong frontage towards the edge they face. The edge of Area 2 facing the South-East Aylesbury Link Road will be varied – where residential uses are proposed guidance as suggested in Area 1 should be incorporated – however note that if a primary school is to be included, part of the northern boundary will align this corridor and may require a specific treatment to address noise and surveillance matters.
• Primary School – as indicated in this SPD there is a nodal point in Area 2 where routes converge and at this location is the potential to include the primary school for AGT1. This would be in close proximity to Lower Road and therefore easily accessible, and also within the internal AGT1 framework allows for good access from the north, south and east. A central square incorporating play and mobility facilities could be included adjacent to the school.
• Buffer–the layered concept studies in section 3 suggest that a linear edge to the buffer could be created in this part of AGT1. This edge could form an attractive feature when viewed from the buffer and form a key role in the identity of Area 2 and AGT1 as a whole.
• Central open space – frontage to overlook large open space area to north-east of Area 2; this space should be landscaped as outlined in section 4.2.5 and will include movement and connections with Area 1 and 3 to the north and east, therefore a strong frontage should be established facing this space with opportunities for focal buildings around routes to assist wayfinding;
• South-East Aylesbury Link Road crossing point – suitable locations for ramps & steps crossing the embankment aligning the road should be reviewed collectively with the emerging designs for Area 3. The location of these crossing points should facilitate direct connections with the key movement corridors in Area 3, and also be located to minimise the extent of ramps and steps, for ease of access for all. Level access connections with the footpath along the South-East Aylesbury Link Road will be available along the north eastern edge of Area 3.

Area 2 Indicative Urban Design Framework

Key Routes and Spaces

Central Square

A focal square could be designed centrally to Area 2 which acts as a space that the local community in this area can utilise, and therefore opportunity for increased density and height should be explored around the edge of this space.

This area should incorporate a local centre facility such as a primary school which should outlook onto this space and

therefore play a key role in placemaking. Mobility hub facilities could also be incorporated in this key space. The space is well located being on the junction of the key north-south and east- west movement corridors through Area 2.

Lower Road Frontage

Buildings facing Lower Road are accessible from within the site, therefore opportunity to push building frontage closer to road – avoid 'parallel' roads adjacent to existing road where possible. Create a strong development edge by use of apartments as gateway blocks around entrances and elsewhere terraced cottages. The existing hedgerow should be retained with breaks for direct access/visibility onto street to the front doors or houses to enhance activity.

Buffer Edge

The buffer edge in Area 2 could form an attractive linear feature providing a strong edge to AGT1 when approached from Stoke Mandeville Village to the south. As such building types should seek to incorporate repetition, with gateway buildings created on the corners of blocks at the southern end of the movement corridors. The road edge however could be varied, with opportunities to be explored which allow for reduced road widths (shared surface or private drive) or car-free pedestrian frontage where possible with parking accessed from the rear.

Building Typology

Building forms in Area 2 must have a relevance to the local vernacular and take visual cues from the area, such as the local context in Stoke Mandeville Village. Contemporary forms of buildings can be proposed however should be informed by the character study in terms of building form, roof scape, facade composition and window hierarchy.

Suggested building typologies for key parts of Area 2 could be as follows:

• Buffer edge– repetition to buildings with larger plots framing corners of movement corridors;
• Central square – density to edges of square with use of terraces or apartment buildings and increased height; potential for statement buildings in key locations, such as new primary school;
• Movement corridors– strong building line along movement corridor with enhancement of surveillance over the route; development to transition towards southern end to reduced density and scale of building along buffer edge;

Primary school example - Trumpington Park Primary School, Cambridge' and Local Centre Example - Lightmore, Telford

Green Edges Example - Bolnore Village, Haywards Heath and Western Buffer Example - Oakgrove Village, Milton Keynes

Local Reference - Stoke Mandeville and Local Reference - Stoke Leys

Area Key View

Artists Impression of Lower Road frontage

4.4.3 Area 3 - Eastern Area

Area 3 Indicative Features Plan

Key design principles for Area 3 should follow the guidance of the urban design framework sketch adjacent, with particular reference to the following:

• Wendover Road Arrival – key to the design of Area 3 is the creation of an arrival space which forms a dual use as the northern most section of the buffer through AGT1. The buffer should be provided with positive frontage on both sides therefore buildings should be located on the eastern edge backing onto the existing houses along Wendover Road. Built form here should be orientated to face Wendover Road and therefore protect amenity to the adjacent dwellings.
• Local centre – from the reviews of placement of uses there is an opportunity to locate the Local Centre at the nodal point adjacent to the entrance area off Wendover Road. This would be visible by passing traffic and in a location accessible to residents of AGT1 via the key east-west movement corridor and movement routes within the buffer. Built form should 'hold' this corner providing frontage onto Wendover Road and also northwards to the arrival space;
• Movement corridor – this should be a similar east-west corridor as in Area 2, however in Area 3 the existing hedgerow is a much stronger feature. Therefore opportunity to split the movement types (road, footpath, cyclepath) either side of the hedgerow and treat the area as a key 'space' rather than a corridor.
• Buffer– the edge of Area 3 adjoining the buffer could be treated in a similar fashion to Area 2, however to set this apart and provide a more informal edge to the space,
• opportunity could be explored for a non-linear development edge allowing for extensions to the buffer via small 'pockets' of open space around which dwellings should be located;
• Pocketparks– opportunities to be explored to include pocket parks of various sizes to create interest within development areas and promote sense of community.

Area 3 Indicative Urban Design Framework

Key Area Locations

Wendover Road Arrival

Opportunity for focused space around main eastern arrival to AGT1. Located in what will be a heavily used nodal point of north-south and east-west movement, and as such integration of these routes and placement of facilities will be key to the success of the space. Local centre frontage proposed overlooking the corner of the arrival space, with creation of an external space fronting onto the open space in this area. There is potential within this external space to locate mobility hub facilities including a kiosk, drop-off collection lockers, e-bike or e-scooter racks and a cycle repair shop.

Primary Movement Corridor

At the centre these movement routes include either existing tree/hedgelines or proposed new planting. Around these should be positioned the key movement elements and these can be split either side of the treeline to reduce the amount of hardstanding in one area and improve the quality of landscape across the space. Building frontage should be strong along the edge with a continuous line where possible, parking located away from the front to ensure facades are close to the space, and opportunities for key focal buildings on corners of junctions with other routes.

Building Typology

Building forms in Area 3 must have a relevance to the local vernacular and take visual cues from the area, such as the local context in Stoke Mandeville Village. Contemporary forms of buildings can be proposed however should be informed by the character study in terms of building form, roof scape, facade composition and window hierarchy.

Suggested building typologies for key parts of Area 3 could be as follows:

• Movement corridors– strong building line along movement corridor with enhancement of density and height to ensure surveillance over the route;
• Wendover Road arrival – potential for series of statement buildings around space given distance between development areas; blocks can be linked architecturally and create a potential identity at the entrance gateway which could be referenced within Area 3 and other areas of AGT1;
• Buffer edge – Creation of a varied edge comprising collections of differing building forms, however with elements of repetition focussed around pocket park space extensions to the buffer;
• Pocket parks– potential increase to density around central squares with prominent buildings located on corners of key routes leading through the space;

Landscaped Arrival Space Example - Hartland Village and Green Edge Example

Internal Residential Streets Example - Trumpington Meadows, Cambridge and Eastern Buffer Example

Local Reference - Stoke Leys and Local Reference - Stoke Mandeville

Area Key View

Artists Impression of primary roads and pedestrian / cycle paths through the site

4.4.4 Area 4 - South-Eastern Area

Area 4 Indicative Features Plan

Key design principles for Area 4 should follow the guidance of the urban design framework sketch adjacent, with particular reference to the following:

• Southern arrival– a 'low-key' informal arrival space can be created at the southern most extent of the buffer where existing and proposed access points are to be created linking AGT1 and Stoke Mandeville Village, ensuring the existing setting in this area for footpath routes is maintained. Development will be set within existing field enclosures in the area therefore screening buildings from the buffer, and therefore pedestrian routes in this space will be segregated from the development. Opportunities to link these routes with the new houses through the existing hedgerow, where appropriate, should be explored to enhance safety of the route.
• Eastern arrival – a vehicle access point can be provided from Castelfields to the east, therefore this should be treated as a secondary access serving a limited number of dwellings, and therefore the style of space should also reflect this role. The space can also cater for pedestrian and cycle movement through to Wendover Road. Central to the space is a collection of existing trees. New buildings should be orientated to overlook this arrival, and focal buildings should be provided on the corners of the this route where it meets the buffer.
• Existing residential edge– development of Area 4 should extend to the existing settlement edge in the south-east corner of AGT1. This is unlike other parts of AGT1 where the buffer is located between AGT1 development and Stoke Mandeville, however this does ensure that the buffer within AGT1 is provided with a positive frontage overlooking the buffer on both sides. Locating the buffer along the rear boundary could create a space prone to crime that is not overlooked. As such privacy should be respected in this area by creating 'back to back' relationships to the existing houses at appropriate distances. Building form along this edge should be reduced in density to predominantly detached houses with gaps between them formed by on-plot parking to the side and garages to reduce the built form.

Area 4 Indicative Urban Design Framework

Eastern arrival space

The eastern arrival should be a low key space incorporating a secondary vehicle access and pedestrian and cycle movement. Buildings should be placed to overlook the entrance with potential for a focal building on the entry to AGT1. Buildings should be orientated to overlook the space created here which is centred around the retention of a tree group in the centre of the space.

Opportunities for integrated sustainable urban drainage can be included within a landscaped space. Buildings around this entrance should be of a similar typology to those existing in Stoke Mandeville; detached and semi-detached at 2 storey with potential for 2 ½ around the open space.

Buffer edge

The development edge of Area 4 to the buffer could be a very informal edge evoking the feathered edge to Stoke Mandeville that is elsewhere along its northern boundary. Where Area 3 suggested

a potential for elements of linear edge broken by small pocket park extensions to the buffer, Area 4 could be more random and dictated by the line of the existing 'brook' which runs within the buffer. This could allow for a unstructured building edge with irregular corners and building orientated 'side' on rather than facing the buffer, to create small enclosures of space away from the main buffer area. Buildings should predominantly be detached along this edge if this style is to be progressed.

Building Typology

Building forms in Area 4 must have a relevance to the local vernacular and take visual cues from the area, such as the local context in Stoke Mandeville Village. Traditional forms of buildings may be proposed and therefore should be informed by the character study in terms of building form, roof scape, facade composition and window hierarchy.

Suggested building typologies for key parts of Area 4 could be as follows:

• Buffer edge – Creation of a varied edge comprising differing building forms, predominantly detached houses with potential for small number of cottage style houses around edge spaces;
• Existing residential edge– predominantly detached houses to ensure density is reduced and street scene is softened; create gaps in the street scape by use of side parking and garages.
• Internal streets– opportunities to include an small increase to the density within the centre of the development area around internal courtyards and streets with development on both sides.

Sustainable Movement Example and Courtyards & Edges Example - Bolnore Village, Haywards Heath

Eastern Buffer Example - Trumpington Meadows, Cambridge and Eastern Buffer Example - Bolnore Village

Local Reference - Stoke Mandeville

Artists Impression of Buffer Edge

4.4.5 Scale and Density

The Framework Masterplan should adopt a density strategy to respond to the context within which each development area is located. The Framework Masterplan should take opportunities to increase density and scale around key movement routes and nodes through the site, and reduce density in sensitive areas. Based on the development of character areas as outlined over the forthcoming pages, an overarching density strategy for AGT1 should be developed as follows:

Indicative Site Density Plan

Note - The guidance provides general principles and that the context may change with other design solutions being appropriate if justified at detailed design stage.

4.5 Land Uses and Facilities

For the South Aylesbury development to be successful the focus for the development is not only on what is to be built but also on how it creates a sustainable, vibrant, healthy, and prosperous community whilst protecting and enhancing the environment in which is it situated.

4.5.1 Placement of Uses

Facility : Primary School

Location: Locate to the west of the railway line within the centre of the site

Justification:

• Most central location within D-AGT1 therefore the most accessible location to the majority of AGT1 residents.
• Link to western mobility hub.
• Education supports a central location within D-AGT1.
• Encourages walking / cycling to school from all areas of D-AGT1, including the northern parcel, to the north of the South-East Aylesbury Link Road, and the eastern parcel.
• Located appropriate distance from other school in the local area (i.e. William Harding, Stoke Mandeville and proposed school on Hampden Fields)
• Access to Lower Road, with traffic movements split from the local centre.
• Will have close links with Stoke Mandeville Parish Centre should this come forward on Lower Road; whilst position proposed within AGT1 allows for good accessibility with the rest of the development

Facility : Community Building

Location: West of railway line

Justification:

• Appropriate central location within D-AGT1 therefore providing the most accessible location to the majority of AGT1 residents.
• The proposed position within AGT1 allows for good accessibility with wider area around AGT1 including southern Aylesbury and Stoke Mandeville.
• Located in close proximity to the proposed school therefore allowing shared use of resources and potential use by the school.
• Access to Lower Road, with traffic movements split from the local centre with the potential for linked trips with the adjacent school.
• Located appropriate distance from other similar facilities.
• Link with western mobility hub.

Facility: Local Centre

Location: Locate to the east of the railway line adjacent to Wendover Road

Justification:

• Link to eastern mobility hub.
• By locating on the edge of the site the facility will be more visually and locally available therefore making uses more likely to be economically solvent.
• Located away from existing Asda supermarket and provision within Stoke Mandeville, both of which are in close proximity to the western parcel.
• Accessible to Wendover Road and passing trade / pass by trips.
• Accessible to existing residents of Stoke Mandeville / Stoke Grange.
• Smaller, subsidiary local uses could still be provided, if demand is sufficient, to the western parcel.
• The Parish Centre, as part of the draft Stoke Mandeville Neighbourhood Plan identifies land around Lower Road for retail facilities.
• Some local centre uses (eg Hot Food takeaway) would create conflict if located adjacent to the primary school.
• Good and direct access to Wendover Road, with movements split from the school.
• Potential vehicle congestion if located adjacent to the school at peak school times.
• Located in close proximity to the existing public right of way crossing the site and the proposed Gardenway route where it enters the site from Wendover Road.

Facility: Gypsy/Traveller Pitches

Location: Locate on land adjacent to the South-East Aylesbury Link Road and Lower Road

Justification:

• Independent location on a discrete parcel of land.
• Direct and independent access from the road network can be provided, whilst pedestrian links still possible with wider site.
• Excellent vehicle access to Lower Road (B4443) and the South-East Aylesbury Link Road is provided, therefore providing good access to the wider road network.

4.5.2 Housing

The development will, in line with policy, create at least 1,000 dwellings, with potential to achieve more at an appropriate density together with the provision of 5 Gypsy and Traveller pitches (0.34 hectares). The density of development will consider the adjacent existing settlement character and identity, creating a balanced, sustainable, and attractive community with a diverse range of housing forms and types.

South Aylesbury may be suited to a different mix of new homes from that which might be provided within other parts of the authority. Proposals will be expected to deliver a mix of houses and apartments with a range of sizes from 1-bed through to 4+ bed properties. The housing mix provided will consider the Council's most up-to-date evidence on housing need together with local market conditions and requirements, ensuring it meets current and future housing needs. Flexibility will be applied in terms of mix for individual phases or parcels within the site, reflecting the timing and nature / character of the area being developed.

Through the provision of a variety of accommodation types, including the provision of an overall objective to deliver 25% affordable dwellings on individual phases or parcels within the site, an inclusive environment will be created. A range of housing tenures will be supported on the site, together with a variety of housing types and sizes aimed at meeting the needs of the local population to enable households to more easily find housing which suits their needs and that they can afford.

The Vale of Aylesbury Local Plan (Policy H5) requires that developments proposing 100 dwellings and above, including partial developments of a wider site, provide a percentage of serviced plots for sale to self/custom builders. Numbers will be determined on a site-by-site basis at the planning application stage and will be dependent on evidence of demand and viability.

Affordable Housing Delivery

The Vale of Aylesbury Local Plan (Policy H1) seeks the provision of affordable housing on development of 11 or more dwellings, or sites of 0.3 hectares or larger with a minimum of 25% affordable homes provided.

The overall objective is to deliver 25% affordable dwellings on individual phases or parcels within the site, with the type, size, tenure, and location of affordable housing to be agreed with the Council. This will take into account the Council's most up-to-date evidence on housing need and any available evidence regarding local market conditions. Affordable housing, including the provision of 'First Homes' where appropriate, should be delivered in step with market housing.

Residential development on the site will have regard to housing mix in terms of type, size, tenure, and location and be designed so that affordable housing is mixed with the market housing. There should not be undue clustering of affordable homes

Gypsy and Traveller Provision

The Council has identified that 5 pitches for gypsies and travellers will be needed as part of the affordable housing provision via Vale of Aylesbury Local Plan Policy D-AGT1(b). The pitches will be provided on the western parcel where independent, immediate, and good access from Lower Road can be provided. The area will be provided to the required size and will incorporate appropriate access and good quality landscaping.

4.5.3 Open Space and Green / Blue Infrastructure

To create a desirable place to live and to integrate the new development with the existing built area of Aylesbury and Stoke Mandeville, including the Grade II listed Magpie Cottage, attractive high quality new neighbourhoods will be developed creating a semi-natural environment whilst providing quality housing for both the private and social sectors.

South Aylesbury will accommodate 50% ANGSt compliant green infrastructure within each application parcel linking the new development areas to the wider area as part of a high quality built and semi-natural environment. Existing vegetation and habitats will be retained where practicable with urban greening and green / blue infrastructure incorporated, providing structural landscaping and a network of open spaces for informal use together with more formal sports provision.

The development of play and sports facilities will be in accordance with current appropriate design principles, contributing positively to the promotion of healthy communities and the requirements of good design. With children's play areas and outdoor sports provided where required and appropriate taking into account both new and existing residents.

Based on the average household size of 2.5 people (Vale of Aylesbury Local Plan Paragraph 1.51) the South Aylesbury development will generate a population of at least 2,500 people (based

on 1,000 dwellings). The development will, in line with Vale of Aylesbury Local Plan Appendix C, therefore aim to provide a minimum of 5 hectares of accessible natural green space (2 hectares per 1,000 population); 3.5 hectares of incidental open space (1.4 hectares per 1,000 population), and 3 hectares of major open space (1.2 hectares per 1,000 population), with 2 adult size grass pitches (0.73 adult size grass pitch equivalent per 1,000 population). The grass sports pitches are proposed to be located on the western side of the railway line.

The concept masterplan for the development makes provision for natural areas / corridors to be located to run through the site, including a strategic buffer running from Wendover Road to Lower Road. This will not only help retain the individual identity of the settlement of Stoke Mandeville but will act as an important linear park link through South Aylesbury and beyond. Walking and cycling routes, where practicable, will be delivered through these areas, with the buffer providing a potential route for the Aylesbury Gardenway.

The buffer, which will be developed in relation to the appropriate phases of development to ensure timely delivery, will act as a link between residential character areas and will itself change in character. Planning applications will ensure it has a natural character and isn't overly designed, with a gradual transition between character areas. The existing watercourse which runs through the eastern parcel and proposed buffer will be enhanced and its ecological status improved, whilst through the modification of the channel it will provide flood elevation measures, reducing the risk of flooding downstream.

The provision of blue networks through the site will enhance wildlife while providing important drainage and flood elevation measures. These features are likely to take a variety of forms depending on their location, including permanent standing water features, naturalized designs that remain dry most of the time providing open space when not required for mitigation, and formal hard-landscaped features.

4.5.4 Transport Connectivity

An important part of any development is the need to provide access in the form and location that is needed by its residents and the surrounding community. Ensuring that South Aylesbury is developed so that people can get to and from, as well as get around, by a range of different transport modes will help create an inclusive and sustainably accessible community.

Existing public rights of way will be incorporated, with their route retained and integrated into the development where possible.

A safe and secure environment will be provided directly and appropriately linking areas within the development as well as linking the site with surrounding communities, existing public transport connections and facilities.

Walking and cycling routes will be delivered through the site, including to Stoke Mandeville station through the western half of the development, whilst a crossing over the London Marylebone to Aylesbury Vale Parkway railway line via the South-East Aylesbury Link Road will connect the east and west halves of the development. Shared and segregated foot / cycleways will be provided and where possible appropriate key routes will be segregated from motorised traffic.

The green strategic buffer running from Wendover Road to Lower Road will provide a potential route for the Aylesbury Gardenway, with a secondary link running from east to west further north, nearer to the South-East Aylesbury Link Road, providing a supplementary route. The location for a second railway crossing is indicatively indicated on the concept masterplan as being within the green strategic buffer, and whilst this will not be provided by the development of South Aylesbury, land to allow its provision in the future will be safeguarded from development.

The concept masterplan also safeguards the land required for the delivery of the South-East Aylesbury Link Road dual carriageway distributor road between Lower Road (B4443) and Wendover Road (A413), which is subject to planning application reference CC/0015/20.

A hierarchy of roads and access routes into and through the site are indicatively identified on the concept masterplan, with the Supplementary Planning Document providing illustrative arrangements for different types of roads. The concept masterplan remains flexible regarding the ultimate location of internal roads, with details to be provided at detailed / reserved matters planning application stage.

The primary vehicle access routes into the site will be via junctions directly off Lower Road and Wendover Road, ensuring permeability throughout the site reflecting the illustrative arrangements. A secondary vehicular access point from Castlefield will provide access to a limited number of dwellings, whilst emergency vehicle access is proposed from either Carters Ride or Dorchester Close.

The full potential of walking, cycling, public transport, and other sustainable modes of transport should be realised through the development. Sustainable Transport Hubs (also known as Mobility Hubs) will act as a convenient interchange at a neighbourhood level providing connectivity with public transport and other services, whilst offering amenities such as electric vehicle charging points, cycle storage, workspaces, and bike repair. The Hubs will be located on key routes and at cross over points within the development. They may form part of a connection to a wider centre or community square as a standalone building or be provided and integrated into part of a wider building, such as on the ground floor of a commercial or residential building.

Car parking will be integrated into development with planning applications setting out how the car parking will meet standards at the time of submission. Where required in line with the Council policy guidance, as set out in the design Supplementary Planning Document, electric vehicle charging infrastructure should be provided.

Financial contributions to off-site highway works, the provision of and enhanced of sustainable travel and public transport provision will be provided where the infrastructure tests set out in Section 122(2) of the Community Infrastructure Levy regulations are met.

4.5.6 Utilities and Servicing

4.5.8 Community Facility

It is envisaged that the community building will be approximately 300 sqm in size and provide rooms / facilities in line with the requirements of the Vale of Aylesbury Local Plan (Appendix D). It will be located on the western side of the railway line, in close proximity to the school to facilitate linked trips and to be best placed to take advantage of the largest population.

The dual use of the primary school facilities within the wider community (e.g. the sports pitches and school hall - out of school hours) will also be supported by the Council, in order to help with ongoing management and maintenance. It is important to note that any events / community facilities will take place close to, not within school grounds.

Financial contributions in relation to health facilities and sports / leisure provision will be provided where the infrastructure tests set out in Section 122(2) of the Community Infrastructure Levy regulations are met.