Feasibility Report

Tramway Road Accessibility Improvements Banbury

Feasibility Report

September 2019

Tramway Road Accessibility Improvements, Banbury Feasibility Report Oxfordshire County Council

September 2019

This document has 24 pages.

This document and its contents have been prepared and are intended solely for Oxfordshire County Council’s information and use in relation to the scheme Tramway Road Accessibility Improvements Feasibility Study

Document History Job number: OCC00188 Document Ref: 201800-SKA-GEN-BAN-RP- CH-0001-S2-F1 Revision Purpose description Originated Checked Reviewed Authorised Date Rev 0 First Issue (For VA TAJ 09/08/19 EA 11/09/19 Comments) Rev01 Updated following TAJ 24/10/19 OCC comments

Change Log Rev Section Description

Hold List Rev Section Description

Client Sign Off Client Oxfordshire County Council

Project Tramway Road Accessibility Improvements Banbury

Document Title Feasibility Report

Job no. OCC00188 Copy no. 1 Document 201800-SKA-GEN-BAN-RP-CH-0001-S2-F1 Reference

Table of contents

Chapter Page

1 Executive Summary 7

2 Introduction 7

3 Existing Conditions 8

3.1 General 8

3.2 Tramway Road 9

3.2.1 Highway Boundary & PROW 9

3.2.2 Adjacent Land Use 9

3.3 Bridge Street / Station Approach Road 10

3.3.1 Highway Boundary & PROW 10

3.3.2 Adjacent Land Use 10

3.4 Swan Close Road / Hightown Road & Bankside 10

3.4.1 Highway Boundary & PROW 10

3.4.2 Adjacent Land Use 11

3.5 Collision History 11

3.6 Statutory Undertakers/Utilities 12

4 Proposals for Improvement 12

4.1 Tramway Road 12

4.1.1 Option 1 Compact Roundabout 12

4.1.2 Option 2 Major/Minor junction 13

4.1.3 Option 3 Mini Roundabout 14

4.2 Station Approach Road 14

4.2.1 Station Approach Road 14 4

4.2.2 Station Forecourt Area 14

4.3 Swan Close Road / Hightown Road & Bankside 15

4.3.1 Traffic Signals Tramway Road/Swan Close Road 15

4.3.2 Bankside S278 Developer Scheme 16

5 Traffic Modelling 16

6 Ground Investigation 17

7 Planning, Land & Legal 18

8 Budget Cost Estimates 21

9 Conclusions 22

10 Recommendations 23

Appendices 25

Appendix A. Drawings

Appendix B. Photographs

Appendix C. Standards used for Feasibility Assessment

Appendix D. Schedule of Design Decisions

Appendix E. Traffic Modelling

Appendix F. Ground Investigation Desk Top Study

Appendix G. Traffic Signals Feasibility Report

Appendix H. Budget Cost Estimates

Appendix I. Risk Register

1. Executive Summary

1.1. Skanska Infrastructure Services has been commissioned by Oxfordshire County Council (OCC) to carry out feasibility design for improvements on Tramway Road Banbury to create a bus link from the northern end of Tramway Road to Banbury Station forecourt.

1.2. The feasibility study includes an assessment of the traffic modelling work for the whole scheme and its impact upon the surrounding road network; a preliminary traffic signal design and LinSig analysis for the signalisation of the junction of Tramway Road with Swan Close Road, Hightown Road and Lamb’s Crescent; a Preliminary Sources Study Desk Top Geotechnical Report; planning advice; land ownership investigation; bus gate enforcement measures and associated traffic regulation order.

1.3. The feasibility study identifies and considers the feasibility of implementing a bus and taxi link road between Tramway Road and Banbury Station Forecourt and three options for junction improvements as follows:

 Option 1 Compact roundabout  Option 2 Priority junction  Option 3 Mini roundabout 2. Introduction

2.1. OCC has secured funding through the Oxfordshire Growth Deal to complete feasibility design to improve access to Banbury Station and improve the bus journey reliability into the town station from southern areas of the town.

2.2. Skanska Infrastructure Services has been commissioned by OCC to complete feasibility design which includes:

 Extending the northern end of Tramway Road to provide a two way connection to Station Approach  A two-way bus and taxi only link between Tramway Rd and the Station Forecourt with suitable enforcement  Improved pedestrian/cyclist access along Tramway Road to the station forecourt  A new access point into the Network Rail west car park including vehicle activated capacity signs.  Review the Station Approach/Bridge Street junction layout in light of the above proposals and re-design if necessary to optimise traffic movements.  Modelling of junctions to ascertain impact of design proposals. Identify opportunities for improvement.

2.3. A topographical survey and utility survey has been completed which covers the study area of Tramway Road, Station Approach Road, the station forecourt, Bridge Street, A4260 Cherwell Street, Swan Close Road, Hightown Road and junctions of Bankside and Lambs Crescent

2.4. The purpose of this study is to evaluate the potential options for improvement to Banbury Station, as identified above, and provide this detailed feasibility report.

2.5. Please see drawing number 335791-SKA-HGN-BAN-DR-CH-0001-S2-F0 for a Location Plan (Appendix A) 3. Existing Conditions

3.1 General

3.1.1. Tramway Road is a local unclassified no through road located to the south of Banbury Station, approximately 1 mile south east of Banbury town centre in Cherwell District. From its junction with Swan Close Road and Hightown Road, Tramway Road provides access to local offices and businesses and the Tramway Industrial Estates on Haslemere Way and Riverside.

3.1.2. Bridge Street is a class three classified road connecting the eastern district ward of Grimsbury to Banbury town centre and the A4260 Cherwell Street. The junction of Bridge Street with the A4260 is a critical junction and the A4260 is the preferred north to south route through the town. Furthermore, Bridge Street currently provides sole access for motor vehicles to Banbury station and Banbury Town Football Club.

3.1.3. Currently there is a well-used public footpath (120/102) adjacent the west side of Tramway Road which provides pedestrian access to Banbury station. Tramway Road is also signed for cyclists as an on-road secondary route off national cycle network route 5 which provides a cycle link to the station.

3.1.4. Land to the north of the Tramway Road turning head is private. At the point where the footpath joins Station Approach Road land to the north is owned by Network Rail with areas leased to the current train operator Chiltern Railways.

3.1.5. Photographs of the site, Tramway Road, Station Approach Road, the station forecourt and parking areas and public right of way footpath 201/102 are shown in Appendix B.

3.1.6. The existing public right of way footpath network and cycle route are shown on drawing number 201800-SKA-HGN-BAN-DR-CH-0020S2-F0 Existing Road Layout and Hierarchy in Appendix A.

3.2 Tramway Road

3.2.1 Highway Boundary & Public Rights of Way

i. Tramway Road is a single carriageway distributor road approximately 7.3m wide with footways on both sides. As with most urban areas of this nature there is a system of street lighting and it is considered that the area is subject to a speed limit of 30mph.

ii. Public footpath 120/102 runs from the Tramway Canal Bridge (bridge number 0939) at Swan Close Road junction, across the River Bridge (bridge number 0940), passing over private land (ON297477) which is marked by yellow bollards at the turning head to prevent vehicle access. The public footpath continues along Station Approach Road (ON322128) to the station forecourt. Public footpath 120/103 route runs along the Oxford Canal towpath under Tramway Road and can be accessed via steps located to the north of Tramway Canal Bridge. Public footpath 120/53 runs from Green Lane north east to Swan Close Road. Pedestrians naturally cross Swan Close Road into Tramway Road with no formal controlled or uncontrolled pedestrian facilities.

iii. For details of land ownership plot references please see drawing number 201800-SKA-HGN-BAN-DR-CH-003-S2-F0 Land Ownership Plan in Appendix A.

3.2.2 Adjacent Land Use

i. Land adjacent to Tramway Road is primarily class B1 business, B2 general industrial and B8 storage or distribution with some class A1 shops and retail warehouses. All vehicles access Tramway Road from its junction with Swan Close Road and Hightown Road. Tramway Road provides access to the Tramway Road Industrial Estates on Haslemere Way and Riverside and businesses on the un-named road immediately to the north east of the Tramway Canal Bridge.

ii. Land immediately to the north of Tramway Road is private (*ON297477), consultation with the land owner will be required for land purchase, as the acquisition of this land is necessary to implement any improvement option. Land further north is privately owned by Network Rail (ON322128) with Chiltern Railways lease areas, both of whom are key stakeholders for this work. It will be necessary to agree land acquisition and the extent of publicly maintainable highway with Network Rail.

3.3 Bridge Street and Station Approach Road

3.3.1 Highway Boundary & Public Rights Of Way

i. Bridge Street is a single carriageway road approximately 7.3m wide with footways on both sides with a system of street lighting and it is considered that the area is subject to a speed limit of 30mph. Bridge Street is the primary route into Banbury town centre from the Grimsbury area to the east of the site and is the only link in this area providing access over the railway. Bridge Street is a known traffic ‘bottleneck’.

ii. A signalised crossing is located on Bridge Street approximately 24m east of the Station Approach Road junction.

iii. Station Approach Road is a private single carriageway road approximately 6.3m wide with footways on both sides providing pedestrian and vehicle access to Banbury station forecourt and access to the west station car park. Parallel to the station forecourt Station Approach Road continues; the private single carriageway road is approximately 3.3m wide (in general) with no footways. The private road provides access to the Certas fuel depot, local businesses and Banbury United Football Club

3.3.2 Adjacent Land Use i. From the junction of Station Approach Road with Bridge Street west towards Banbury town centre adjacent land is occupied primarily by retail and commercial units. Station Approach Road junction with Bridge Street is sited between the Oxford Canal and River Cherwell. ii. Station Approach Road is privately owned, Network Rail has confirmed the extent of their land ownership and Chiltern Railways has confirmed the extent of their lease area. However there is an area of land that is unregistered and whilst we have anecdotal advice that these areas are owned by Network Rail we await confirmation from Network Rail on land ownership and maintenance responsibility. Land west of Station Approach Road is privately owned, for land ownership details please refer to drawing number 201800-SKA-HGN-BAN-DR- CH-003-S2-F0 in Appendix A. 3.4 Hightown Road / Swan Close Road & Bankside

3.4.1 Highway Boundary & Public Rights of Way i. Hightown Road and Swan Close Road are connected single carriageway roads providing an alternative link between the A4260 Oxford Road and the A4260 Cherwell Street. The main entrance to the Horton General Hospital is located on Hightown Road. The junction of Swan Close Road, Hightown Road and Lamb’s Crescent provides the only road connection into Tramway Road and

the large industrial estate. During our site visits the high frequency of heavy goods vehicles turning into and out of Tramway Road was noted ii. The junction is a crossroad junction which is priority controlled where priority is given to Swan Close Road and Hightown Road. Lamb’s Crescent is a minor residential road with low traffic volumes. The overall layout of the junction can be considered compact and whilst on site it was noted that some turning movements are restricted, particularly the left turn from Swan Close Road into Tramway Road. This means that when heavy good vehicles turn into Tramway Road from Swan Close Road and turn out of Tramway Road into Swan Close Road they tend to occupy part of the opposing traffic lane. iii. The junction of Bankside and Hightown Road is subject to a development planning condition which requires improvements to the junction. A proposal to signalise the junction has been submitted to OCC however the proposal has not yet received technical approval. iv. Two public footpaths join this junction: Public footpath 120/53 runs from Green Lane to Swan Close Road and public footpath 120/102 (as highlighted in section 3.2.1.ii. runs from the junction of Tramway Road with Swan Close Road along Tramway Road to Banbury Station. There is considerable pedestrian demand across Swan Close Road.

3.4.2 Adjacent Land Use i. Morrisons supermarket is located to the south of Swan Close Road. Lamb’s Crescent is primarily a residential road with no parking restrictions. Consequently there is a long line of parked vehicles on the west side of the Lamb’s Crescent approach to the junction. Hightown Road between Bankside and Tramway Road is residential to the south with green space. The Oxford Canal is located to the north. 3.5 Collision History

3.5.1. A collision data search has identified the following collisions within the study area between 01/01/2013 until 30/06/2018.

i. Two collisions at the Tramway Road / Swan Close junction which involved vehicles coming into conflict with pedestrians. Currently there are no formal pedestrian crossing is at this location.

ii. Three collisions located within the Bridge Street / Station Approach Road area were identified. Two collisions involved vehicles coming into conflict with pedestrians crossing the junction bell mouth of Station Approach Road.

iii. Five collisions located within the staggered Hightown Road / Bankside junction were recorded.

iv. Ten collisions at the A4260 Cherwell Street junction with Bridge Street. Four of which involved vehicles coming into conflict with pedestrians, the remaining collisions were recorded as general traffic incidents. 3.6 Statutory Undertakers’ Apparatus (Utilities)

3.6.1. The following Statutory Undertakers apparatus were identified within the vicinity of the proposed route following a NRSWA C2 search exercise;  Gas (both low and medium pressure apparatus)  Potable water  Surface water drainage  Foul sewer  Open reach telecommunications  Electricity (both low voltage and high voltage (11Kv)  Other telecommunications network operators

3.6.2. At this stage we have identified two utilities which clash with the three proposed layouts for the Tramway Road / Station Forecourt. A private low voltage street lighting cable which feeds three street lighting columns. This supply cable would have to be diverted for all three proposed junction layouts. A medium pressure gas main would also have to be diverted for all three proposed junction layouts. A NRSWA C3 budget cost estimate has been provided by the asset owner, SGN, to the value of the £37,000 exclusive of VAT.

3.6.3. The utility survey highlighted two further sections of underground apparatus which may be affected by the new layout however these could not be identified and as a consequence are marked as unknown so will require further investigation.

3.6.4. As we move to preliminary design we will complete further investigation of the preferred option, including trail pits, to confirm the depth of statutory undertaker’s apparatus and confirm if there are any further clashes with underground apparatus which require diversion, lowering or protection. 4. Proposals for Improvement

4.1 Tramway Road

4.1.1 Option 1 Compact Roundabout

i. Drawing number 201800-SKA-HGN-BAN-DR-CH-0010-S2-F0 shows Option 1 Compact Roundabout which highlights a proposal for improvements to extend Tramway Road north to create a new roundabout junction with Station Approach Road. This option provides a central compact roundabout with an inscribed circle diameter of 28m. The existing bound surface public footpath at the northern end of Tramway Road will be widened and formalised as a shared use footway/cycleway and will be extended to run along the full length of the 12

road within the western verge. A new layby is proposed on the eastern side of Tramway Road (south-east of the proposed roundabout) to provide a secondary drop-off area for pedestrians wishing to access Banbury Station. An uncontrolled crossing point will be provided to direct pedestrians to the shared use foot/cycleway on the western side of Tramway Road. The south-eastern arm of the roundabout (Station Approach Road south section) will continue to provide access to the west station car park by means of a new minor priority style junction. This road will also continue to provide access to local businesses and Banbury United Football Club.

ii. The existing public footpath will remain on the definitive map and a cycle track order will define a width for the new cycle route. Alternatively cyclists will have the option to remain on carriageway to access the station forecourt and cycle parking via the new bus link.

iii. Forward visibility for traffic travelling northwards between Tramway Road and Station Approach Road (north) may be compromised due to the presence of a boundary fence/wall at this location. Further assessment of this design element will be required as part of the preliminary design stage, although the low traffic speeds and volumes may go some way to mitigate this issue as part of a departure from standards.

iv. The horizontal curvature of the proposed link road alignment through to the Station Approach Road may also be compromised as a result of existing site constraints; electricity sub-station, boundary lines and the station building. As with the forward visibility issue mentioned above, this may well be mitigated by the low traffic speeds and volumes using the link.

4.1.2 Option 2 Major minor Priority Junction

i. Drawing number 201800-SKA-HGN-BAN-DR-CH0011-S2-F0 Major Minor Junction shows Option 2 which highlights a proposal for improvements to extend Tramway Road northwards to create a new priority style junction with Station Approach Road (Tramway Road forming the major route through the new junction). Tramway Road will continue northwards to join up with the station forecourt, Station Approach Road (south section) will form the minor arm of the junction and provide access to the west station car park by means of a new minor priority style junction. This road will continue to provide access to local businesses and Banbury United Football Club.

ii. As with Option 1 the existing bound surface footpath at the northern end of Tramway Road will be widened and formalised as a shared use footway/cycleway and will be extended to run along the full length of the road within the western verge. Option 2 does not provide a drop-off layby as vehicles will be unable to easily turn around to access and exit the layby.

iii. Again, as with Option 1, the forward visibility and alignment of the link road through to the Station Approach Road Will have to be further assessed during the preliminary design stage if this option is chosen to be progressed. 13

4.1.3 Option 3 Mini Roundabout

i. Drawing number 201800-SKA-HGN-BAN-DR-CH0012-S2-F0 Mini Roundabout shows Option 3 which highlights a proposal for improvements to extend Tramway Road north to create a new mini roundabout junction with Station Approach Road. This option provides a mini roundabout of 4m diameter (central dome). This option is very similar to the proposals shown for Option 1, albeit with a smaller footprint for the junction improvement.

ii. As with Option 1 the existing bound surface footpath at the northern end of Tramway Road will be widened and formalised as a shared use footway/cycleway and will be extended to run along the full length of the road within the western verge. Option 3 does not provide a drop off layby as vehicles will be unable to easily turn around to access and exit the layby.

4.2 Bridge Street / Station Approach Road

4.2.1 Station Approach Road

i. The feasibility design has considered the provision of a 6.5m wide two way bus link between the proposed new junction and Banbury station forecourt. The width has been determined based on the length of the bus link road, the relatively low frequency of buses and existing land constraints. The B3 Bodicote to Banbury bus service (operating at a frequency of two buses an hour) currently routes via Swan Close Road, A4260 Cherwell Street and Bridge Street west of the A4260 Cherwell Street. The proposed bus link will re-route the B3 service via Tramway Road, Station Approach Road and Bridge Street east of the A4260 Cherwell Street. New bus stops will be provided on Tramway Road and on the station forecourt. Please refer to the option drawings highlighted above and drawing numbers 201800-SKA-HGN-BAN-DR-0040-S2- F0 Bus Stop Location and 201800-SKA-HGN-BAN-DR-0041-S2-F0 Forecourt Alternative Bus Stop for details of proposed bus stop locations.

ii. It is proposed that taxis and cycles will also be permitted to use the bus link.

4.2.2 Station Forecourt Area

i. Whilst it is not part of our scope of work to carry out improvements to the Station Forecourt it is necessary to consider the tie in of the proposed bus link road and the provision of bus stop infrastructure within the station forecourt.

ii. We have not proposed significant changes to the current station forecourt operation and layout. New bus stop infrastructure is proposed, the town centre bound bus stop will benefit from a bus shelter, hardstanding and footway with 14

informal pedestrian crossing point to connect to the existing pedestrian route into the station. The location of this bus stop is constrained by the position of existing vehicle accesses into private land to the south of the forecourt area. We have proposed two options for the Bodicote bound bus stop either side of the central island; the first option locates the bus stop adjacent to the northern footway before the disabled parking area and allows direct pedestrian access into the station; the alternative option locates the bus stop to the south of the central island connecting into the existing pedestrian route into the station. Each location has its merits and the final position will be determined following consultation with Network Rail and Chiltern Railways. 4.3 Swan Close Road / Hightown Road & Bankside

4.3.1 Traffic Signals Tramway Road / Swan Close Road

i. As higher volumes of traffic will be routed via Tramway Road the feasibility study has considered the introduction of traffic signal control at the crossroads junction of Tramway Road with Swan Close Road, Hightown Road and Lambs Crescent. Subsequently a preliminary design has been completed. To complement and feed into the wider project VISSIM traffic model, LinSig analysis modelling has been completed for this junction.

ii. The stop line position has been determined by observing traffic movements at the junction and considers the need to accommodate the swept path of the large number of heavy good vehicles turning left into and right out of Tramway Road.

iii. Following observation of pedestrian movements on site it is proposed to include the provision of pedestrian crossing points across the Swan Close Road, Tramway Road and Hightown Road arms of the junction.

iv. As the site is located on a distributor road linking a large residential area to Banbury town centre, the control strategy for the proposed traffic signals will be MOVA; this best suits sites with varying vehicle volumes and tidal flows. MOVA is a traffic control strategy that is specifically designed to maximise the operational efficiency of a junction/crossing. MOVA continually adjusts the green signal time required for each approach by assessing the number of vehicles approaching the signals whilst at the same time determining the impact that queuing vehicles would have on the overall operation of the junction.

v. The predicted queue lengths on Hightown Road are likely to extend back to the junction of Hightown Road with Bankside. To limit the impact of this queue on the operation of the proposed traffic signals on Hightown Road with Bankside it is proposed to link both sites to coordinate major vehicle movements.

vi. The Green Signals Consulting Limited Technical Note which can be found in Appendix G of this report provides full details of the proposed traffic signals layout and operation. 15

4.3.2 Bankside S278 Developer Scheme

i. A planning condition of the consented planning application for development on Bankside requires improvements to the junction of Bankside with Hightown Road. The improvements include the introduction of traffic signal control at this junction.

ii. Local consultation has been carried out regarding proposals at the junction; residents’ views have been sought on two options: 1) signalise Lambs Crescent 2) one-way (entry only) into Lambs crescent. The final design has yet to be agreed and technically approved by OCC.

iii. As part of the preliminary design of the traffic signals at Tramway Road / Swan Close Road / Hightown Road / Lambs Crescent it is proposed to provide a fully ducted system to ensure that the proposed traffic signals at Bankside would be able to co-ordinate with the Tramway Road traffic signals.

iv. The predicted queue lengths on Hightown Road are likely to extend back to the junction with Bankside and it is proposed as part of the traffic signals controller configuration for both sites that linking is provided between the two sites which would co-ordinate major vehicle movements. Further detail of the proposed linking can be found in the Green Signals Consulting Limited Technical Note in Appendix G. 5. Traffic Modelling

5.1. Skanska and Capita have been appointed by OCC to undertake proposed modelling for the Banbury Tramway Road scheme. A base, forecast and proposed VISSIM model previously approved by OCC has been provided by WYG Transport Planning for Skanska/Capita to utilise.

5.2. The forecasting report covers:

 Tramway Link Road Scheme  Tramway Road / Swan Close Road / Lambs Crescent junction  Canalside Development and forecast years 2021 and 2031

5.3. The forecasting report concludes:

 The local highway network in the area around Banbury station is subject to heavy congestion and delay during the AM and PM peak periods. As demand increases in the future the pressure and strains on the network increase. By 2031 the network will be well over capacity if no mitigation works are delivered.  The redevelopment of Canalside will provide a wide range of benefits to the area but also challenges to traffic and congestions.

 The implementation of the Tramway Link Road will provide benefits to buses, taxis and cycles, although these vehicles comprise a small proportion of the total volume of traffic within the area during peak periods.  The proposed scheme scenario highlights journey times along the A4260 corridor will increase; this is attributed to general traffic accessing Banbury station would have to do so using Tramway Road rather than having direct access to Bridge Street. This re-direction of traffic will improve journey times along the east to west corridor.

5.4. The proposed scheme incorporates the following changes:

 Extend Tramway Road to Station Road and open route to all traffic,  Station Approach Road will be for buses and taxis only,  Introduction of traffic signal control at the Tramway Road / Swan Close Road/ Hightown Road crossroads junction (including the provision of controlled crossings at the junction).

5.5. Capita has undertaken the following work for the Banbury Tramway Road project:

 Re-run the AM and PM peak period models and collect junction information for the base, Do Nothing and Proposed for all future years,  Create a summary of the traffic matrices used in the modelling for each year,  Update the model to include Green Signals’ design for Tramway Road / Swan Close Road / Lambs Crescent junction and re-run the AM and PM peak for all future years,  Add a journey time for B3 bus route and run for the base, Do Nothing and Proposed for all future years in both AM and PM peak periods,  Prepare a technical note documenting all information and results.

5.6. Capita’s full detailed report including the model results can be reviewed in Appendix E. 6. Ground Investigation

6.1. A Preliminary Sources Study Report (PSSR) has been compiled by our Geotechnical consultant Capita following the format outlined by Highways England Design Manual for Roads and Bridges (DMRB) volume 4, part 2, HD22/08 Managing Geotechnical Risk.

6.2. The report is intended to identify, control and mitigate geotechnical risk by following the HD22/08 Managing Geotechnical Risk process.

6.3. The following sources of information have been reviewed to understand the history of the site and adjacent areas: Geological maps; aerial photographs; records of mining and minerals; land use and soil survey information; historical maps; any existing ground investigations; flood records and contaminated land. A geotechnical and geo-environmental walkover survey was completed in February 2019. 17

6.4. The study report recommends further investigation including pavement investigation and land contamination testing. A copy of the full PSSR can be found in Appendix F.

6.5. A carriageway pavement investigation to determine the various construction types that are present on the road pavement and derive the current structural condition of the pavement has been arranged. This investigation will inform further stages of design and ensure continued pavement performance for the new traffic route. Whilst the site based pavement investigation is being undertaken material testing will also be completed to check soil and groundwater contamination levels. 7. Planning, Land & Legal

7.1. Planning

7.1.1. A letter seeking pre-planning application advice has been submitted to OCC as Planning Authority. We are seeking comments on the proposed options for the Tramway Road Accessibility Improvement Scheme and confirmation regarding the scope of work that may require planning consent, the design and principle of the development in Highways, Urban Design and Planning terms from OCC, Cherwell District Council and consultees such as Network Rail.

7.1.2. Atkins has been commissioned by Skanska to provided planning advice for the project. Atkins has set out its understanding of the planning context and has advised that in its opinion the proposed improvement works on the Tramway Road link could be considered to be permitted development on the basis they adjoin Council maintained highways and the works will improve a current route used by the public to access the station as detailed under GPDO, Schedule 2, Part 9, Class A and E. The works to Station Approach Road could be permitted development on the basis the changes are to improve and maintain the existing road as part of strategic improvements across the area by the Council to improve legibility and access to key services and public transport. Some of the works extend beyond the boundary of Station Approach Road in order to improve pedestrian and cycle access in the locality which is incidental to the improvements along that road.

7.1.3. Oxfordshire County Council has confirmed that in their view the proposed works are permitted development however the County Council is not the planning authority for providing a formal opinion as to whether the development or any parts of it would require planning permission and have recommended that an application is made pursuant to section 192 of the Town and Country Planning Act 1990.

7.2. Land

7.2.1. The extent of publicly maintainable highway and land ownership has been researched. For land ownership details please refer to drawing number 201800-SKA-HGN-BAN-DR-CH-003-S2-F0 Land Ownership Plan in Appendix A

7.2.2. The current extent of publicly maintainable highway is the end of the turning head at the northern end of Tramway Road. Land to the north of the turning head is private and vehicle access is prevented by three yellow bollards.

7.2.3. Station Approach Road is in private ownership, Network Rail has confirmed the extent of their land ownership, however there are areas of land that are unregistered and whilst we have anecdotal advice that these areas were formerly owned by British Rail we await confirmation from Network Rail on land ownership and maintenance responsibility. Land west of Station Approach Road is privately owned.

7.2.4. Station Approach Road is not public highway therefore its status and access rights will need to be determined through further research. This question has been put to Network Rail as the majority landowner and Chiltern Railways as the current rail operator and lease holder. We await their comments and evidence of public use of the road.

7.2.5. A number of land enquiries remain to be resolved and it is recommended that the current information and outstanding matters are forwarded onto the OCC Property Services Team for further investigation.

7.2.6. To implement the scheme proposals (which ever option is chosen to proceed) it will be necessary to negotiate with land owners to agree land acquisition for the scheme. The extent of publicly maintainable highway after completion of the scheme is to be confirmed by OCC.

7.2.7. It should be noted that the requirements for land take presented in this report are purely indicative at this stage of the project. The exact requirements for third party land will only be known when the chosen alignment for the chosen layout option is developed both horizontally and vertically using alignment modelling software during the preliminary design stage.

7.3. Legal

7.3.1. The proposal to implement a bus link with suitable enforcement will require statutory consultation. In this case we recommend early engagement with local stakeholders and informal consultation with local bodies who may have an interest in the scheme. We have started discussions with Network Rail, Chiltern Railways and Stagecoach to seek their views and feedback on the scheme proposal.

7.3.2. The existing public rights of way network consists of public footpath 120/102. If this scheme is to proceed to further stages of design it will be necessary to agree the future status of the public footpath with the OCC Public Rights of Way (PROW) team. It is proposed that pedestrian footway will remain on the same line as the existing public footpath with the cycle track created adjacent to the public footpath. Cyclist will be able to choose to use the new shared pedestrian/cycle facility or may wish to remain on carriageway and use the new bus link to access the station forecourt.

7.3.4. Bus Lanes are created by Traffic Regulation Orders using powers under the Road Traffic Regulation Act 1984. A ‘Bus Gate’ is a short section of road blocked off to all traffic except buses, cycles and taxis (hackney carriages) as shown by appropriate signage, generally no more than 30m in length. The proposed bus link must be appropriately signed and lined to ensure that its purpose is clear and to indicate which (if any) other vehicles are permitted to use the bus lane. In this case we propose to permit taxis and cycles.

7.3.5. As parking enforcement has not been decriminalised in Cherwell District ‘Bus Lanes’ and ‘Bus Gates’ cannot be enforced using automatic number plate recognition technology by the Local Authority. Currently contravention of an order would be a criminal offence to be enforced by Thames Valley Police. We have considered options for enforcement of the bus link and propose to install rising bollards or a similar barrier system, as an interim measure, until such time as decriminalised parking is implemented in Cherwell District. To future proof bus link enforcement in readiness for the introduction of decriminalised parking we also propose Automatic Number Plate Recognition (ANPR) equipment is installed. As parking enforcement is decriminalised in Oxford city, bus lane camera enforcement has already been introduced to Oxford city centre at a number of sites to ease traffic congestion and reduce journey times for buses. If this bus link is implemented it is recommended that the same specification and controlled ANPR cameras are installed and that this site is added to the current contract and management arrangement. Once a system of enforcement is in place unauthorised drivers caught driving through the bus lane/gate will receive a fixed penalty charge notice.

7.3.6. OCC currently manages and maintains six rising bollards county wide. OCC has confirmed that in principle they could include the management of additional bollards within their current regime as long as a future maintenance budget is allocated. However OCC cannot maintain and support bollards on private land.

7.3.7. Network Rail has advised that generally a system of rising bollards would be maintained by the current station lease holder (currently Chiltern Railways) and Network Rail would agree maintenance. This is subject to further discussions with Network Rail and Chiltern Railways and confirmation of all the outstanding points highlighted above.

8. Budget Cost Estimates

8.1. Table 1 shows a summary of costs for each option considered as part of the feasibility study. A standard 44% value for optimism bias has been used for the project which reflects an appropriate level of risk for the feasibility stage of the project. A client contingency value of 10% has also been included. Appendix H provides a further detailed cost estimate.

8.2. A Risk Register has been compiled and can be found in Appendix H. An approximate cost has been allocated to each risk, but a more detailed Financial Risk Assessment should be completed using appropriate software (@Risk for example) for any options taken forward.

8.3. The Cost Estimates include estimated design fees but does not include other items such as Ground Investigation, Traffic Regulation Orders, Planning Permission and Topographical Survey. OCC staff costs for traffic regulation orders and land purchase are excluded. No specific allowance has been made for the disposal of hazardous material generated by earthworks activities. An allowance for inflation has been included.

8.4. Table 1 – Budget Cost Estimates (Feasibility)

Option 1 Option 2 Option 3 Compact Roundabout Priority Junction Mini Roundabout

£3,507,949 £3,027,267 £2,837,214

NB: These estimates do not include the cost of purchasing land, environmental mitigation measures and these costs could all be substantial. C3 costs for SGN diversion works have been included however as highlighted in section 3.6 we will carry out further investigation, including trial holes, as part of the preliminary design stage to determine any clashes with statutory undertaker’s apparatus and the associated cost of lowering or diversion.

9. Conclusions

9.1. It has been a long-term aspiration of Oxfordshire County Council to provide a bus link though Tramway Road to Banbury Railway Station. Cherwell District Council’s current Local Plan adopted in 2015 highlights Tramway Road could be realigned and that a bus-only link will be provided from Station Approach Road to Tramway Road.

9.2. Additionally the Banbury Canalside development, which includes approximately 700 new homes and 15,000m2 of employment, is outlined as a strategic development site for the area.

9.3. The current area transport strategy for Banbury identifies the A4260 Cherwell Street corridor as the preferred north-south route through Banbury, increased growth is putting severe pressure on this route. At the same time there is an intention to better integrate the railway station and the Canalside area with Banbury town centre. 9.4. In 2017 Chiltern Railways produced a Banbury Station Masterplan which included the Tramway Road within its scope. The Tramway Road accessibility improvements address some of the key issues identified in the masterplan by providing an alternative access that would avoid the Bridge Street junction and by being a key step towards transforming the station into a transport interchange.

9.5. OCC’s project brief asks Skanska to consider the feasibility of implementing a two-way bus and taxi link between Tramway Road and Station Approach Road with suitable enforcement to prevent general traffic using the new link as a way to bypass the A4260 Cherwell Street corridor.

9.6. The feasibility study has considered the extension of Tramway Road north to connect with Station Approach Road and Banbury station forecourt, the provision of a two-way bus link with suitable enforcement, improvements for pedestrian and cycling access to Banbury station and the consequent traffic implications for the surrounding road network. It should be noted that the footprint (land requirements) for the overall layout of the scheme will not be finalised until the vertical alignment design is carried out during the preliminary design stage.

9.7. To deliver the scheme proposal (whichever option is chosen to take forward to subsequent design development) land acquisition will be required. We have prepared a land ownership plan and have identified the landowners for all land parcels except one section on Station Approach Road. This requires further investigation as it is fundamental to delivery of the scheme and implementation of the bus lane traffic regulation order.

9.8. Further to the WYG VISSIM traffic model Skanska/Capita have prepared a technical note to document all information and results of the traffic model and further analysis. In summary the forecast model concludes that:

 By 2031 the network will be well over capacity if no mitigation works are delivered.  The implementation of the Tramway Link Road will provide benefits to buses, taxis and cycles, although these vehicles comprise a small proportion of the total volume of traffic within the area during peak periods.  The modelling suggests an increase in journey times along the A4260 but the model needs to be further refined to look at this in more detail. The re- direction of traffic is shown to result in improved journey times along the east to west corridor on Bridge Street.

9.9. As higher volumes of traffic will be routed via Tramway Road as a result of the proposals contained in this feasibility study, a preliminary design, including LInSig analysis to install traffic signal control at the crossroads junction of Tramway Road with Swan Close Road, Hightown Road and Lambs Crescent has been carried out. The preliminary proposal includes the provision of signal controlled pedestrian crossing facilities and recommends that the site is linked with the proposed traffic signals site at the junction of Bankside. The appended technical note completed by Green Signals Consulting Ltd sets out the proposed traffic signals layout and operation.

10. Recommendations

10.1. It is recommended that this feasibility report is reviewed and the options presented are considered.

10.2. In order to determine the potential impact that the proposed scheme will have on the surrounding traffic network further traffic modelling analysis is recommended to review traffic signal layout and operation including green time optimisation at A4260 Cherwell Street junction with Bridge Street; review operation of Bridge Street/ Station Approach Road junction and consider restriction of traffic movement; determine if it is quicker for buses to use the new Tramway Road link rather than Cherwell Street; review impact of pedestrian phase upon operation of Tramway Road signals; review traffic signal operation and layout and green time optimisation at A4260/Swan Close Road junction; review operation of George Street and opportunities to improve operation.

10.3. Whilst improvements to the Bridge Street junction with the A4260 Cherwell Street are outside the scope of this study, this junction is fundamental to the operation of the traffic network and any improvements to journey time depend upon the optimal operation of this junction for both vehicles and pedestrians. Therefore it is recommended that the future operation of this junction is considered.

10.4. It is recommended that the WYG VISSIM model is reviewed as some scenarios within it require further development. A way forward needs to be agreed with OCC.

10.5. If any options are to be progressed to preliminary and detailed design phase a stage 1 road safety audit should be completed as part of the preliminary design phase before significant design work is undertaken. It is also recommended that some form of vulnerable road user audit is completed. We await confirmation from OCC on the exact form of audit.

10.6. Making alterations or improvements to the station forecourt does not form part of Skanska’s current project scope, however the proposals presented in this feasibility study, in particular the proposed bus stops, impact upon the overall operation of the station forecourt area. There is an opportunity to work with Network Rail and Chiltern Railways to identify future improvement to the station forecourt area.

10.7. The extent of publicly maintainable highway for the proposed scheme is still to be confirmed. It is recommended that this is done as soon as possible to confirm future maintenance responsibilities and also the mechanism for enforcement of the bus lane traffic regulation order.

10.8. Appendix E provides the Environmental Memo undertaken for this site in accordance with OCC IMS process IS 11. If this scheme proceeds to further stages of design it is recommended that further assessment as detailed in the environmental memo is undertaken and the recommendations detailed are followed. The environmental does not require further assessment of air quality however OCC may wish to consider the impact on residential properties adjacent to the Tramway Road/ Swan Close Road/Hightown Road/Lambs Crescent junction.

10.9. It is recommended that the scheme proceeds to preliminary design.