Oxfordshire Local Transport Plan 2011-2030 April 2011 ______1. Our Ambitions

Oxfordshire in context

1.1 Oxfordshire is a vibrant county in the heart of England where a thriving economy blends successfully with a high quality environment. Oxford is famous the world over as a seat of learning but today the county’s fame stretches beyond academic excellence to the pivotal role it plays in international publishing, bio-technology, car manufacture and motor sport. The county has consistently low unemployment and is one of Europe’s most prosperous areas.

1.2 Although Oxfordshire has a highly qualified workforce and unemployment is low, there are pockets of higher unemployment that coincides with areas of low skills. It has an above average proportion of higher and intermediate managerial/administrative/professionals yet average earnings for full-time workers are lower than those for the South East as a whole.

1.3 Over three quarters of firms employ less than ten people, although a third of all employees in Oxfordshire work for the 1% of organisations with over 200 employees: Oxford has the greatest number of large employers; West Oxfordshire the least.

1.4 The standard of health in Oxfordshire is generally good; life expectancy is higher than the average for the Thames Valley and England as a whole. Violent crime and burglary levels are both substantially below the national average. Although generally prosperous, there are areas in Oxfordshire among the most deprived in the country.

1.5 House prices in Oxfordshire are among the most expensive in the country. House prices are highest in parts of South Oxfordshire, and lowest in the towns of Banbury, Bicester, Didcot and Witney.

1.6 Oxfordshire is south east England’s most rural county with over two- thirds of its area devoted to agriculture and almost 75% of the county designated as Area of Outstanding Natural Beauty, Area of High Landscape Value or Green Belt.

______Page 1 of 10 Chapter 1 - Our Ambitions Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Transport context

1.7 Oxfordshire has a well developed network of major roads, railways and high quality bus services. However, there are several critical pinch points – on the A34 Trunk Road, especially between Didcot and M40; on the A40 between Witney and Headington; around the Oxford Ring Road; on the rail corridor through Oxford; and on routes in and around our main towns. This Plan aims to tackle these problems, in the context of delivering local economic growth.

1.8 Oxfordshire has significant plans for future economic and housing growth, with a focus on the Local Enterprise Partnership hubs – the Science Vale UK area, Bicester and Oxford City. Major housing development is planned in Science Vale at Grove/Wantage & Didcot; at Bicester (Eco Town) and Oxford. Employment is proposed at Bicester, Oxford Northern Gateway and in Science Vale (at Harwell Science and Innovation Campus, Milton Park and Culham). There will also be lower scale but still significant development at other locations including Banbury, Carterton and Witney.

1.9 The major challenge is to secure the infrastructure and services required to support this growth. Oxfordshire County Council and its partners, including all the district councils, have recognised this and developed a Local Investment Plan which identifies broad range of essential infrastructure requirements, including schools, healthcare and other services. An essential part of this is the transport investment required for strategic road and rail networks, which includes:

∗ Strategic rail, linking Science Vale, Oxford and Bicester to the national & international network – in particular supporting the delivery of the East/West Rail and Chiltern Railways Evergreen 3 projects; major upgrade to Oxford and Didcot stations and electrification of Great Western railway; ∗ Highway schemes to enable development at Science Vale (as part of a comprehensive transport package), Bicester and Oxford (with a focus on the A34 / ring road management and junction enhancements); ∗ Expansion and enhancement of our high quality bus network with new services, expansion of Park & Ride, targeted bus priority and low carbon hybrid vehicles operating on main corridors under a groundbreaking quality partnership; ______Page 2 of 10 Chapter 1 - Our Ambitions Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ Development of strategic cycle networks to support clusters of development, e.g. at Science Vale, including hubs at key locations and hire facilities; ∗ Targeted local transport schemes to support growth & the economy, for example at Witney (the Cogges Link Road and A40/Downs Road junction) and Banbury (capacity enhancements on the north-south route).

Figure 1.1 Oxfordshire transport network

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1.10 As part of all this, opportunities will be taken to develop a low carbon economy and innovative solutions through promotion of high quality public transport (including smartcard ticketing), provision for low emission / electric vehicles (including charging points). This will be complemented by considering travel behaviour, targeting personalised travel planning, promoting and incentivising car sharing and working with key partners such as local businesses on travel planning.

1.11 At the same time, we will continue to maintain and enhance our core business – maintaining the road network, supporting rural Oxfordshire through funding local bus and other services and continuing to reduce casualties on our roads.

Financial context

1.12 The challenging financial and funding position means that there is a greater than ever need to be clear about our priorities for investment, which means a focus on:

∗ Maintaining our highway asset. A “whole life” approach means that investment can be made that reduces our long term costs as well as providing a higher quality road network; ∗ Delivering growth & infrastructure, and the schemes/measures needed to make this work; ∗ Supporting local community needs, for example by providing locally managed funds to deliver local schemes; ∗ Finding lower cost solutions, including encouraging different ways of making local journeys and making best use of what we have; ∗ Securing partnership and ‘match’ funding to secure best value for money and benefit from public spending.

1.13 In developing this Local Transport Plan the County Council has sought to provide a transport system that will support the local economy while protecting and enhancing the local environment. It has also had to take into account factors at the national and local level.

Developing our Objectives

1.14 It is important to establish at an early stage the appropriate level ______Page 4 of 10 Chapter 1 - Our Ambitions Oxfordshire Local Transport Plan 2011-2030 April 2011 ______to set a plan's objectives. For the Local Transport Plan the objectives need to be at a lower level than those set for the County Council as a whole or for cross-cutting documents such as the Sustainable Community Strategy. However the objectives of the Local Transport Plan should not be set so low that they define particular schemes or types of scheme.

1.15 An objective is a statement of an overall aim of any plan or strategy. Objectives should serve two main purposes: they should allow a long term aspirational vision to be set and strategies to be developed and they act as a way of deciding whether individual schemes should be included in the programme.

National and Regional Goals

1.16 The government has laid out five goals which local authorities are expected to consider as over-arching priorities for their Local Transport Plans. The five goals are:

∗ to support national economic competitiveness and growth, by delivering reliable and efficient transport networks; ∗ to reduce transport’s emissions of carbon dioxide and other greenhouse gases, with the desired outcome of tackling climate change; ∗ to contribute to better safety, security and health and longer life expectancy by reducing the risk of death, injury or illness arising from transport, and by promoting travel modes that are beneficial to health; ∗ to promote greater equality of opportunity for all citizens, with the desired outcome of achieving a fairer society; and ∗ to improve the quality of life for transport users and non- transport users, and to promote a healthy natural environment.

1.17 In the White Paper "Creating Growth, Cutting Carbon" (January 2011) the government states that its priority for local transport is to:

"Encourage sustainable local travel and economic growth by making public transport, cycling and walking more attractive and effective, promoting lower carbon transport and tackling local road congestion."

______Page 5 of 10 Chapter 1 - Our Ambitions Oxfordshire Local Transport Plan 2011-2030 April 2011 ______County Goals

1.18 The Oxfordshire Corporate Plan 2008-2012 describes the challenge across the county in four cross-cutting themes:

∗ world class economy; ∗ environment and climate change; ∗ healthy & thriving communities; and ∗ better public services.

The Plan also sets out the council’s key aims as being to deliver low taxes, real choice and value for money in all that the council does.

1.19 The themes of the Corporate Plan are echoed in the county’s Sustainable Community Strategy “Oxfordshire 2030”, produced by the Oxfordshire Partnership, which sets out its strategic objectives as:

∗ world class economy; ∗ healthy and thriving communities; ∗ environment and climate change; and ∗ reducing inequalities and breaking the cycle of deprivation.

1.20 The Strategy also states that:

“We must consider the social, economic and environmental impacts of our work, and ensure the resources and capacity needed to deliver change exists and are sustainable. We must also ensure that we meet the needs of the present without compromising the ability of future generations to meet their own needs”.

Local Transport Goals

1.21 For the Local Transport Plan there needs to be a synthesis of these national and local goals to identify the local transport goals from which the plan’s objectives, schemes and targets can be developed.

1.22 There is clearly a large area of agreement between the concerns expressed at each of the three levels. However improving transport can only act on some of the wider issues discussed and

______Page 6 of 10 Chapter 1 - Our Ambitions Oxfordshire Local Transport Plan 2011-2030 April 2011 ______even here there are limits to what local transport improvements could be expected to achieve.

1.23 Taking all these factors into account, four local transport goals were identified:

∗ to support the local economy and the growth and competitiveness of the county; ∗ to make it easier to get around the county and improve access to jobs and services for all by offering real choice; ∗ to reduce the impact of transport on the environment and help tackle climate change; and ∗ to promote healthy, safe and sustainable travel.

Developing the Plan

1.24 Following the setting of the transport goals, the next stage in the process of developing LTP3 was to set objectives. A set of draft objectives was developed. These objectives were put out to stakeholder consultation and were considered by a series of specially convened public focus groups.

1.25 It was acknowledged at an early stage in the Plan's development that needs and priorities vary across the county; this has resulted in an approach which breaks the county down into four types of settlement. These are:

∗ Oxford; ∗ larger towns (Abingdon, Banbury, Bicester, Science Vale UK (including Didcot, Wantage and Grove) and Witney); ∗ smaller towns (Carterton, Chipping Norton, Faringdon, Henley, Kidlington, Thame and Wallingford); and ∗ rural Oxfordshire.

The Science Vale UK area encompasses the towns of Didcot, Wantage and Grove, and the employment centres of Harwell Science and Innovation Campus, Milton Park and Culham Science Centre; which are within both South Oxfordshire and the Vale of White Horse districts.

1.26 The set of objectives were subject to public consultation following which the priority to be given to each objective in each settlement type was as shown in the table below:

______Page 7 of 10 Chapter 1 - Our Ambitions Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Larger Smaller Rural Oxford Towns Towns Oxfordshire Improve the condition of local roads, footways and cycleways, including Medium Medium High High resilience to climate change Reduce congestion High High High Low Reduce casualties and the dangers associated Low Low Low Medium with travel Improve accessibility to work, education and Low Low Medium High services Secure infrastructure and services to support Medium Medium Medium Medium development Reduce carbon emissions Medium Medium Medium Medium from transport Improve air quality, reduce other environmental Medium Medium Low Low impacts and enhance the street environment Develop and increase the use of high quality, High High Medium Medium welcoming public transport Develop and increase cycling and walking for High High High High local journeys, recreation and health

1.27 Congestion, air quality and carbon reduction tend to have more priority the larger the settlement while maintenance, casualty reduction and accessibility have more priority on smaller settlements and rural areas. Promoting cycling, walking and public transport tend to have a similar level of priority across the county.

1.28 Following agreement on the objectives for the plan a series of policies was developed to guide future decision making. Following public consultation a final set of policies was agreed and these form the basis for chapters 3-12 of this Plan.

1.29 To guide the development of local area strategies a series of different investment scenarios was developed. The impacts of the these scenarios was tested using a specially developed models, intra-sim, which was used to predict the impact of different levels of investment on a wide range of subjects (such as carbon emission, road safety, congestion et al). A public ______Page 8 of 10 Chapter 1 - Our Ambitions Oxfordshire Local Transport Plan 2011-2030 April 2011 ______consultation was held on the different scenarios for each settlement type and the local area strategies which form the Implementation Plan of this LTP (chapters 13-27) were developed based upon the preferred scenarios.

1.30 A draft Plan was the subject of public consultation during October 2010-January 2011. A total of 676 comments were received on this. The final Plan has been developed taking on board these comments, where appropriate, together with amendments needed to take account of events that have occurred since the draft was published (such as the Comprehensive Spending Review and Local Transport White Paper).

The Local Investment Plan

1.31 The Oxfordshire Local Investment Plan (LIP) has been prepared by the Oxfordshire Spatial Planning and Infrastructure Partnership (SPIP) and sets out a shared vision and priorities for delivering housing growth, economic development, regeneration, and infrastructure; in other words ‘sustainable place making’.

1.32 The LIP outlines and integrates the plans of a number of agencies to deliver housing and economic growth and associated strategic infrastructure to 2030 including the five Local Development Frameworks, the Oxfordshire Sustainable Community Strategy ‘ Oxfordshire 2030’ and the five District Sustainable Community Strategies.

1.33 The LIP responds to the opportunities and challenges in housing growth and economic development in Oxfordshire. The LIP has four overall strategic objectives:

∗ deliver new housing, including affordable homes; ∗ support economic growth; ∗ achieve regeneration and tackle deprivation; and ∗ contribute to meeting strategic infrastructure needs.

1.34 The LIP focuses mainly on a five-year county-wide development programme of priority schemes. From the five-year development programme a shortlist of the 17 housing schemes and 36 strategic infrastructure schemes has been identified as the top priorities. Taken together these 17 housing schemes could deliver over 17,000 new homes.

______Page 9 of 10 Chapter 1 - Our Ambitions Oxfordshire Local Transport Plan 2011-2030 April 2011 ______1.35 Of the infrastructure schemes the following strategic transport schemes were identified in the LIP as being necessary to support development in the short term:

∗ Access to Oxford ∗ Chiltern Railways Evergreen 3 Project ∗ East-West Rail (western section) ∗ Banbury priority north-south vehicular corridor ∗ Bicester park and ride ∗ M40 Junction 9 improvements ∗ SW Bicester perimeter road ∗ Transport improvements at and around Bicester ∗ Didcot Northern Perimeter Road Phase 3 ∗ Cow Lane underpass, Didcot ∗ Didcot Parkway station interchange ∗ Didcot Parkway (Foxhall Car Park and pedestrian improvements) ∗ Accessing Science Vale UK transport package ∗ Thornhill park and ride, Oxford ∗ Grove & Wantage railway station ∗ Cogges Link Road and Witney town centre enhancement, Witney ∗ Cotswold Line redoubling ∗ A40 Downs Road junction, Witney ∗ Transport schemes identified through LTP3 process 2011 to 2030

1.36 This list will need to be kept under review as the LTP develops. It is likely that the Access to Oxford scheme will be implemented as a number of separate schemes while other schemes will require the action of a number of organisations. The presence of a scheme on the LIP priority list does not imply that funding has been allocated, or even that that schemes will have priority for funding; all Oxfordshire County Council schemes will need to be further justified in terms of the cost effectiveness in meeting the objectives of the Plan.

1.37 It is the intention of Oxfordshire County Council that this Plan will be a "live" document that will be open to regular review and amendment. The implementation programme will be rolled forward on an annual basis and changes to the policy and local strategy chapters will be amended as and when this is considered necessary.

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2. The Challenges

2.1 This chapter outlines the background against which this plan has been developed. There is great uncertainty about many of the factors which are outlined here due to the impact of the economic downturn and from the government's proposed changes in the planning framework. The result is that the Plan needs to be flexible enough to respond to changes in these factors while still delivering the desired objectives. The following is based upon the current information at the time of writing, but this is subject to change.

Supporting the Local Economy

2.2 As a centre of excellence for learning and research, Oxfordshire has earned global recognition. Alongside the oldest university in England, the county plays host to what is widely regarded as the best new university in the country and a range of internationally- regarded research and development institutions, including the new Synchrotron light source, Diamond.

2.3 Oxfordshire is a county alive with enterprise, beauty, learning and history. Businesses, institutions and communities have thrived here for centuries and will continue to do so into the future.

2.4 The breadth of enterprise, opportunity and culture makes Oxfordshire a unique and stimulating place in which to live and work. As an employer, Oxfordshire’s highly qualified labour pool facilitates new business growth and development, creating a shared entrepreneurial culture within the county.

2.5 Oxfordshire has consistently high levels of employment and the resident workforce is amongst the most highly qualified in the country. Key industries based here include international publishing, high tech business and biotechnology, car manufacture and motorsport.

2.6 The district Local Development Frameworks will set out the strategies and locations for future developments. These will play a vital role in determining how the local economy develops into the future. It is important for Oxfordshire to establish a transport system that supports economic investment and growth.

______Page 1 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______2.7 All of the district councils are developing their emerging Local Development Frameworks although none has been fully adopted. While the changes to the planning system that are to be introduced by the government mean that these plans may be revised the overall figures in them give an indication of the level of growth that this Local Transport Plan will need to accommodate.

Figure 2.1 Planned housing development in Oxfordshire

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Housing 2006-2026 (number of houses planned in each area) Banbury 4,800 Cherwell 11,800-13,400 Bicester 5,500 Rest of district 3,100 Oxford (minimum number) 8,000 South Didcot 6,000 10,940 Oxfordshire Rest of district 4,940 Abingdon 1,000 Oxfordshire Botley 750 47,800- Didcot 2,750 Vale of White 49,400 11,560 Faringdon 1,100 Horse Harwell Campus 675 Wantage/Grove 4,900 Rest of district 385 Carterton 1,900 West Chipping Norton 550 5,500 Oxfordshire Witney 1,800 Rest of district 1,250 Sources: Latest versions of core strategies/preferred options statements of district council Local Development Frameworks (as at February 2011)

2.8 The population of the county could grow from its current level of around 630,000 to over 700,000 by 2029. This could have some profound impacts on the geography of the county. By 2016, for example, Didcot may have grown to about 38,000 and be larger than Abingdon and by 2026 it may have about 46000 residents and be approaching Banbury in size.

2.9 The population of the county could grow from its current level of around 630,000 to over 700,000 by 2029. This could have some profound impacts on the geography of the county. By 2016, for example, Didcot may have grown to about 38,000 and be larger than Abingdon and by 2026 it may have about 46000 residents and be approaching Banbury in size.

2.10 A significant increase in the county's employment base is also planned. The location of the new jobs will impact on the level of commuting that takes place around the county which, if it was made by car, would lead to a corresponding increase in congestion. Other services, such as schools, shops and health services will also need to be expanded to cater for this growth.

______Page 3 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______Improving Accessibility

2.11 Access to jobs and services is essential to a good quality of life. For people who own or have access to a car, getting around Oxfordshire is relatively straightforward, albeit time-consuming in congested areas. The county’s road network is well-developed, and provides car users with direct links to all major destinations. However, for those people who do not have access to a car for all or part of the time, getting to key destinations is often far from easy. The coverage of the public transport network is significantly less comprehensive than the general road network, leaving some people who rely on buses and trains with severely limited access to jobs and services.

2.12 Oxfordshire has a rich environment and cultural heritage combined with educational and scientific excellence. Yet despite this widespread affluence and success, there are areas of localised urban deprivation and dispersed rural deprivation, with an increasing gap between rich and poor. As it is more difficult to tackle these dispersed pockets of poor accessibility in a cost effective way these problems have persisted.

2.13 In many areas services are being concentrated in the main towns of Oxfordshire and in particular into Oxford. Shops and services have been closed down in many villages, and education and health services centralised. Many jobs have gone from the rural economy which has meant people have had to move out of rural areas, making services far more difficult to maintain in these areas.

2.14 There are over 4,000 kilometres of road in Oxfordshire. The majority of these operate satisfactorily but there are a number of locations where the network is under stress. Many of the key delay points are at junctions, including:

∗ M40 Junctions 9 and 10 and approaches to Junction 11; ∗ A34/A44 junction at Peartree; ∗ A40/A44 Wolvercote and A40 Cutteslowe Roundabouts; and ∗ A34 Hinksey Hill interchange and Kennington, Heyford Hill and Littlemore roundabouts on the Oxford Ring Road.

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Figure 2.2 Oxfordshire estimated annual average daily traffic flows - 2010

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Figure 2.3 Oxfordshire estimated HGV 12 hour weekday traffic flows 2010

______Page 6 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______2.15 A number of key links in the network are under stress, including:

∗ A40 between Witney and Oxford; ∗ A34 between Milton Interchange and Marcham; Interchange and between Lodge Hill and M40; ∗ M40 between Junctions 9 (Bicester) and 10 (Ardley); and ∗ A43 approaching M40.

2.16 The M40 and A34 carry particularly high levels of heavy goods vehicles reflecting their role as part of the primary link between the south coast ports and the midlands and north. The A44 and A420 are largely single carriageway routes but both have high proportions of lorries on all or part of them, as does the A40 between Burford and Witney. There is also significant congestion on urban roads in Oxford, Abingdon, Banbury, Bicester, Henley and Witney.

2.17 Oxfordshire faces significant growth and infrastructure challenges over the life of this Plan and it will be important that an efficient and effective road network is provided to ensure that the housing and economic growth potential of Oxfordshire is realised. During this plan period, there will be substantial private investment going into the Science Vale UK area to ensure that the opportunity to develop world-class science based research and development capability is fully maximised.

Central Oxfordshire

2.18 Due to the importance of the road network and the expected growth in road traffic Oxfordshire County Council invested in the Central Oxfordshire Transport Model (COTM), an advanced multi- modal strategic model, to help with strategic transport planning decisions.

2.19 The COTM has been able to identify likely areas of congestion and the extent of this congestion for 2007 and future years 2016 and 2026. These future years incorporate some assumed highway and public transport network infrastructure changes, in addition to committed and assumed housing and employment growth.

2.20 In both the morning and evening peak periods the model predicts an increase in the number of trips being made on the network up to 2026. The total time spent and distance travelled on the network is predicted to increase while there is predicted to be a decrease in the average speed of journeys.

______Page 7 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______2.21 The model is also able to assess the impact of public transport trips in future years, both by rail and bus. Outputs from the model show that there is an increase in the number of public transport trips made towards Oxford in the morning peak between 2007 and 2026. This is most notable from origins in the east/south east of the city. It also shows that there are different routeing options taken from outlying settlements to reach Oxford.

2.22 The term "capacity" is used to describe the level of vehicle flow at which a part of the road network becomes unreliable and unpredictable to use. Congestion can occur at levels of flow well below its capacity, and roads can carry flows higher than their capacity albeit usually with a low standard of service. The capacity of a route is usually determined by the section of road or junction along it with the lowest capacity. The capacity of a section of road is mostly dependant upon the geometry of that road (width, number of junctions, hilliness etc) but can also vary with the mix of vehicles that are using it. The capacity of a junction is a complex function of the geometry, vehicle mix and the pattern of flows in and out. It is usually the case that along a route junctions are more likely to reach their capacity at a lower level of flow than the roads themselves although this is not always the case.

2.23 In 2007, the junctions at capacity in central Oxfordshire included the Culham and Clifton Hampden river crossings, junctions on the Oxford southern by-pass such as Hinksey Hill and Kennington, and key access points onto the A34 and A40.

2.24 By 2026 there will be an increase in the number of junctions that experience delays in the morning peak. Those with the greatest delays are mainly situated around central Oxford and to the South of Oxford. Junctions of note are:

∗ Bicester town centre (Field Street, North Street and St John’s Street gyratory); ∗ Middleton Stoney Road/Oxford Road junction; ∗ Middleton Stoney (B430 – signalised junction); ∗ Botley Interchange (A34 southbound on-slip); ∗ Central Oxford (St Aldates and Beaumont Street); ∗ Hinksey Hill junction and the Kennington roundabout; ∗ Clifton Hampden at the river crossing; ∗ Culham at the river crossing; ∗ Frilford lights; ∗ Milton interchange; and ______Page 8 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______∗ Chilton (A4185 southbound towards the A34 Chilton Slips).

Figure 2.4 Oxfordshire peak junction delays

______Page 9 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______2.25 In addition to junction capacities, many more links are over capacity in 2026 when compared to 2007:

∗ the A34 is generally at capacity in the peak periods with the growth in trips more significant in the evening peak than the morning peak period; ∗ the M40 reaches capacity between Junctions 9 and 10 by 2026 in both directions; ∗ the eastbound approach to Wolvercote roundabout operates at capacity in the 2026 morning peak periods; ∗ the A40 east of Oxford becomes overcapacity west of Cutteslowe to Wolvercote roundabout; ∗ on the A4074/A423, the section of the road between Hinksey Hill roundabout and Sainsbury’s roundabout operates at capacity due to delays caused at junctions; ∗ sections of the A4260 operates will have up to 80% more trips in 2026 compared to 2007 leading to an increase in the number of trips made on the approaches to Cutteslowe roundabout; and ∗ some eastbound sections of the A420 will operate over capacity in the morning peak.

2.26 The following locations were highlighted as congested juctions within the Science Vale UK area in 2007:

∗ Frilford traffic lights; ∗ Rowstock Roundabout; ∗ Power Station Roundabout, Didcot; ∗ Culham and Clifton Hampden river crossings; ∗ Milton Interchange (approaches from Didcot and Steventon); and ∗ A417/Featherbed Lane junction.

Banbury

2.27 Cherwell District Council has identified that Banbury should take the majority of that district’s future growth. Although Banbury already has a good economic background, additional jobs would be required to balance the housing growth with 10 hectares of employment land being allocated. In order to better understand the impact of this growth in Banbury on the roads in and around the town and on the strategic network, in particular on the M40, the county and district councils invested in a SATURN model of the town and immediate area. ______Page 10 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______2.28 The general findings of the model can be summarised as:

∗ over time, total time spent and distance travelled on the network increase, whilst the average speed across the network decreases; ∗ the most significant changes on the network are predicted between 2007 and 2016; ∗ the total time spent and distance travelled on the network increases; ∗ the average speed decreases by about 3km per hour; and ∗ the number of over capacity junctions increases.

2.29 In 2007 there was peak time delay on the A422, A361 and the A4260 in Banbury, although these delays were not as significant as on some other parts of the county network. The majority of junctions which are at or over capacity are on north-south routes, including:

∗ Ruscote Avenue / Queensway; ∗ Southam Road / Oxford Road; ∗ Concord Avenue / Upper Windsor Street; and ∗ Middleton Road / Ermont Way.

2.30 Predicted increases in traffic are focused on Ruscote Avenue/Queensway, Southam Road and Upper Windsor Street, tying in with the junction problems. The M40 Junction 11 is over capacity for all development options. This congestion will clearly impact on bus services in the area as many of these use these north-south routes.

Rest of the county

2.31 The county council's monitoring of congestion highlights a number of locations where there is already a problem with congestion including: ∗ Frilford Crossroads ∗ Henley Bridge ∗ Burford Bridge ∗ Chipping Norton ∗ A44 Bladon Roundabout

______Page 11 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______2.32 Congestion on the A420 and A4074 can extend into Oxfordshire from Swindon and Reading respectively, while there can also be congestion approaching the bridge at Sonning.

Reducing the Environmental Impact of Travel

2.33 Transport can produce a number of impacts on the environment at a number of different levels. The impact of the proposals in this plan will be subject to strategic environmental assessment (SEA) which will aim to quantify the overall impact of the proposals and identify opportunities for any adverse impacts to be mitigated against. The following sections set out the background for some of the major impacts but this can be found in more detail in the scoping report prepared for the SEA.

2.34 Transport can produce a number of impacts on the environment at a number of different levels. The impact of the proposals in this plan will be subject to strategic environmental assessment (SEA) which will aim to quantify the overall impact of the proposals and identify opportunities for any adverse impacts to be mitigated against. The following sections set out the background for some of the major impacts but this can be found in more detail in the scoping report prepared for the SEA.

Natural Environment

2.35 Natural environment assets include:

∗ over two thirds of Oxfordshire is devoted to agriculture. As well as contributing to the rural economy and producing food, fibre and fuel, farmed land, if managed for the purpose, can also provide other public benefits including clean water, biodiversity, climate change mitigation through flood storage and attenuation, high quality landscapes and access to the countryside via the public rights of way network; ∗ distinctive rural and urban landscapes - almost a quarter of Oxfordshire is designated as one of three Areas of Outstanding Natural Beauty. The Oxfordshire Wildlife and Landscape Study divides the county into nine distinctive landscape character areas, and over 240 landscape description units which describe more subtle variations. There are 241 conservations areas across Oxfordshire (designated for special architectural or historic interest which it is desirable to preserve or enhance) and a wide

______Page 12 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______variety of building styles reflected in the county's towns and villages; ∗ a distinctive and varied geology which has influenced local building materials and styles; ∗ biodiversity of national and international importance. Oxfordshire is a biodiverse county with habitats including rivers and wetlands, woodlands, grasslands, and farmland. Seven Special Areas for Conservation are designated under European law; there are also four National Nature Reserves, 102 Sites of Special Scientific Interest; 362 local wildlife sites, and many other reserves run by trusts and charities. In addition a wide range of species are found in Oxfordshire, many protected by legislation; ∗ woodlands - some 7% of the county is wooded, including nearly 3% Ancient Semi-Natural Woodlands, dating from 1600AD or earlier; and ∗ Oxford is surrounded by Green Belt land with great potential to improve the natural environment and other public access benefits here for local people.

2.36 These assets, together with other undeveloped land such as rights of way, road verges, green spaces, plus street trees and landscaped areas in the wider ‘public realm’ are collectively described as ‘Green Infrastructure’. The definition of Green Infrastructure is

" a strategically planned and delivered network of high quality green spaces and other environmental features. It should be designed and managed as a multifunctional resource capable of delivering a wide range of environmental and quality of life benefits for local communities."

Green Infrastructure can provide many social, economic and environmental benefits close to where people live and work including:

∗ space and habitat for wildlife with access to nature for people; ∗ places for outdoor relaxation and play; ∗ climate change mitigation, such as growing wood for fuel, helping to reduce CO2 emissions; ∗ climate change adaptation, such as reducing surface runoff, improving water storage capacity, reducing the effects of extreme weather events, and cooling urban heat islands; ______Page 13 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______∗ environmental education; and ∗ improved health and well-being – lowering stress levels and providing opportunities for exercise.

2.37 Green Infrastructure should be provided as an integral part of all new development, alongside other infrastructure such as utilities and transport networks. The management of existing networks of land can also be improved to increase multifunctional benefits. Highways land and rights of way are an important part of Oxfordshire’s green infrastructure resource.

2.38 It is now widely accepted that climate change is due to increased amount of atmospheric greenhouse gases. Carbon dioxide is the major greenhouse gas in the atmosphere; transport is a major source of carbon dioxide emission. A number of scenarios were developed for the Copenhagen Conference on Climate Change in 2009. In all of these scenarios it is likely that by 2050 Oxfordshire will experience hotter, dryer summers and warmer, wetter winters and an increased likelihood of severe weather incidents. The UK Climate Impacts Programme has looked in more detail at the potential impact on mean annual temperature. This indicates that predicted temperature increase is highly unlikely to be less than 1- 2 degrees or more than 3-4 degrees.

Medium emissions scenario 2050 Oxfordshire Probability 10% 33% 50% 67% 90% level Increase in average daily 1-2° 2-3° 2-3° 2-3° 3-4° temperature Source: UK Climate Impacts Programme, UK Climate Predictions 09 (2009) (interpreted from published maps)

2.39 For petrol cars, carbon dioxide production is at its lowest at speeds of about 60kph (40mph). As with other pollutants carbon emissions are lowest when steady speeds are achieved - start/stop conditions are likely to be the least carbon efficient conditions. However, any potential reduction in carbon dioxide emissions from speed control is likely to be outweighed by even a small increase in traffic levels. This means that while traffic management proposals may moderate the amount of carbon dioxide produced by travel it is likely that reductions can only be made if there is a large scale change in the form of power used by transport or by reductions in the amount of travel undertaken, or both of these.

______Page 14 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______Promoting Health, Safety and Quality of Life

2.40 The links between health, well being and an active lifestyle have been well documented. The provision of guided walks and cycle rides, together with the promotion of active modes, is likely to play an important part in delivering health benefits. This is an area which needs joint partnership action between local authorities, health agencies and local communities. Road safety and accident reduction also makes a major contribution to the impact of transport on individuals' overall quality of life.

Health & Life Expectancy

2.41 There is a considerable difference at ward level in Oxfordshire between those areas with the highest life expectancy and those with the lowest as shown below. This is a highly complex issue which is related to many factors including lifestyle and social class. One important aspect of this relationship is that people in lower social classes tend to take less physical exercise, including cycling and walking. However, another important aspect in this difference is that areas with lower current age profiles tend to have the longer life expectancy while those with older populations have a shorter expectancy. This can cloud other relationships such as between activity levels and life expectancy where it can be unclear if current population age or activity level is responsible for lower life expectancy levels (in any case these are likely to be highly related to each other).

Health and life expectancy % who participate Top 20% life Bottom 20% life in moderate expectancy expectancy intensity activity* range range Oxford 20.5 81-82 75-77 Cherwell 24.0 82-85 75-78 South Oxfordshire 22.3 82-89 73-79 Vale of White Horse 25.0 82-84 77-79 West Oxfordshire 25.7 82-85 78-79 Oxfordshire 82-89 73-79 Top five wards for life Didcot Ladygrove, Burford, Kidlington North, expectancy Abingdon Dunmore, Bicester South Bottom 5 wards for life Sandford, Caversfield, Oxford Carfax, expectancy Otmoor, Oxford Blackbird Leys Source: Oxfordshire Partnership, Public Health Strategy for Oxfordshire (October 2007) (* at least 30 mins of moderate intensity activity 3 times a week)

______Page 15 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______

Projected population age ranges, Oxfordshire (000s) 2006 2016 2026 0-15 114 121 126 16 - 59(f)/64(m) 390 410 414 65+(m)/60+(f) 111 136 160 85+ 15 20 23 Total population 616 668 701 Source: Oxfordshire Population and household forecasts, 2009 (August 2009)

2.42 While the population in all age groups is expected to increase through this LTP period, the numbers in older age groups is expected to rise the most. The numbers of people aged over 60 (for females) or 65 (for males) is expected to increase by over 40% with the number over 85 increasing by over 50%.

Casualties

2.43 Oxfordshire’s progress on reducing casualties over the last fifteen years has at least matched national trends, and has resulted in reductions in total casualty numbers of over 25% between 1994-98 and 2006-08. Our reduction in pedestrian and pedal cycle injuries, however, has been disappointing.

Figure 2.5 Oxfordshire casualty reduction

Casualty Reduction

3500

3000

2500

2000

1500 number of casualties of number

1000

500

0 1994-1998 average 2001-2005 average 2006-2008 average 2010 target

adult ksi child ksi slight ______Page 16 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______

Vulnerable Road User Casualties

350

300

250

200

150 No ofNo casualties

100

50

0 1994-1998 average 2001-2005 average 2006-2008 average 2010 target pedestrians pedal cyclists motorcyclists

ksi = number of persons killed or seriously injured. Data from Thames Valley Police, analysed by Oxfordshire County Council

______Page 17 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 May 2011 ______Figure 2.6 Oxfordshire Accident sites January 2006 – December 2010

______Page 18 of 18 Chapter 2 - The Challenges Oxfordshire Local Transport Plan 2011-2030 April 2011 ______3. Transport in Oxfordshire

Our ambitions for transport are:

• to support the local economy and the growth and competitiveness of the county; • to make it easier to get around the county and improve access to jobs and services for all by offering real choice; • to reduce the impact of transport on the environment and help tackle climate change; and • to promote healthy, safe and sustainable travel

Policies

Policy G1 Oxfordshire County Council will seek to implement this Local Transport Plan as and when funding becomes available, including seeking funding from local communities, developers and other external sources.

Policy G2 Oxfordshire County Council will give a higher priority to expenditure on maintaining existing transport assets than to improvements to the network in the early years of the Plan.

Policy G3 Oxfordshire County Council will work to ensure that the transport network can meet the requirements of the county’s world class economy, whilst protecting the environment and the amenity of Oxfordshire residents.

Policy G4 Oxfordshire County Council will seek, as a priority, external funding to deliver: ∗∗∗ improvements to the transport network to develop access to Oxford from other towns and regions; ∗∗∗ transport improvements within the Science Vale UK area (Didcot - Harwell - Wantage & Grove); and ∗∗∗ transport improvements within and around Eco- Bicester.

Policy G5 Oxfordshire County Council will support sustainable, healthy and inclusive modes of travel and promote changes in travel behaviour to these modes.

______Page 1 of 10 Chapter 3 - Transport in Oxfordshire Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Policy G6 Oxfordshire County Council will take into account the location, best use of space and the potential need to prioritise particular movements or users when designing schemes.

Policy G7 Oxfordshire County Council will consult from an early stage in the development of schemes and initiatives so that the needs of all groups, including disabled people, are considered and, where appropriate, acted upon.

3.1 This Local Transport Plan has been prepared in a very challenging time. It is likely that there will be very limited funding available for transport improvements in the first few years of the Plan. Despite this Oxfordshire County Council believes that it is important to set out our ambitions and objectives for transport in the county. This will allow us to respond to external opportunities and pressures on the transport system and prepare the county for the future.

3.2 The timescale covered by this Plan has allowed us to set out our aspirations for transport, even while keeping in mind the current economic situation. It is likely, though, that progress towards these ambitions will be limited in the short term. If they are to be met them it is likely that it will be through the development of new relationships between the council and other bodies. This could be through passing responsibility for some activities to local communities or seeking new ways of working with organisations to achieve common goals. We will need to challenge all our ways of working to make the best of this new reality.

3.3 With the overall level of funding being scarce the priority must be to protect the networks that the county already has from deteriorating in preference to making improvements. This will reduce the long-term costs needed to develop and maintain the network (given that deferring maintenance will inevitably lead to greater costs in the future). However this does not mean that we will not take opportunities for improvement should they arise, such as through funding associated with new development.

3.4 Our ambitions for transport seek to make Oxfordshire attractive for existing residents and businesses as well as for people in new developments. This can only be achieved through working closely with all those interested in the future of the county. Consideration of transport implications must play a central part in decisions on how the county develops; new developments must contribute to improving the county’s transport system and reducing the impact of travel on the county’s environment. ______Page 2 of 10 Chapter 3 - Transport in Oxfordshire Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

3.5 For this Plan to be successful it will be essential that local communities and businesses take responsibility for the consequences of their activity and work with us to find realistic solutions. Oxfordshire County Council is committed to working positively with communities, businesses and organisations to achieve our ambitions.

Cross-boundary Issues

3.6 Transport and development issues in a number of neighbouring areas will have a part to play in our ability to meet our ambitions for Oxfordshire. Similarly Oxfordshire's policies are acknowledged to have potential impacts outside the county, particularly where the influence of Oxford and Banbury as local service and employment centres extend into adjacent areas.

Reading

3.7 Reading is a large urban centre on the edge of rural South Oxfordshire. The Borough Council is planning significant development in the centre, south, south west and south east of the borough – but not in the suburb of Caversham which lies north of the Thames and borders on South Oxfordshire. The Reading 15- year Local Transport Plan is focused on improving non-car access, particularly in these growth areas, with additional funding being sought from the Local Sustainable Transport Fund.

3.8 There are many commuters from South Oxfordshire to the Reading area, predominantly travelling by car but with significant numbers using rail services from Didcot and intermediate stations or using bus services from Sonning Common. Oxfordshire County Council supports Reading Borough Council’s efforts to improve the attractiveness of bus, walking and cycling in central Reading; coupled with the electrification of the railway to Oxford and London, better onward travel to non-central workplaces (hospital, university and business parks) will improve the alternative options to car travel for South Oxfordshire based commuters.

3.9 Oxfordshire County Council will work in partnership with Reading Borough Council to investigate the case for park and ride into Reading from South Oxfordshire and will support proposals provided that suitable locations can be identified and that they would not adversely affect conventional bus services from Oxfordshire to Reading.

______Page 3 of 10 Chapter 3 - Transport in Oxfordshire Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Figure 3.1 Oxfordshire and neighbouring counties

3.10 It remains an aspiration of Reading and neighbouring Wokingham Borough Council to construct a new bridge across the Thames with the northern end located in South Oxfordshire at the eastern edge of Caversham. Oxfordshire County Council remains ______Page 4 of 10 Chapter 3 - Transport in Oxfordshire Oxfordshire Local Transport Plan 2011-2030 April 2011 ______opposed to this proposal, which would generate substantial increases in traffic on unsuitable roads through rural South Oxfordshire. However with the current financial constraints it is unlikely to be deliverable within the lifetime of this Local Transport Plan.

3.11 Significant Heavy Goods Vehicles (HGV) flows have been identified on roads through Caversham and across the existing Thames bridges, many originating in or heading through Oxfordshire, particularly via the A4074. Oxfordshire County Council will continue to work with Reading Borough Council and others to address this issue.

Swindon

3.12 Swindon is a large urban centre which borders the Vale of White Horse district in south west Oxfordshire. Substantial housing and employment growth is planned during the next two decades, predominantly in an Eastern Development Area which would extend almost up to the boundary with Oxfordshire on the A420 corridor.

3.13 Swindon’s 15-year Local Transport Plan is based on the 2009 Swindon Transport Strategy which focuses on improving alternatives to the car and supporting sustainable growth. The aim is to integrate the Eastern Development Area with the rest of Swindon; this will involve reducing the severance caused by the railway and, particularly, the A419 dual carriageway. Other aspects of this approach include encouraging walking and cycling for local journeys, providing for orbital trips within (as opposed to outside) Swindon, and encouraging trips to the centre in order to “capture trips that leak from the town”.

3.14 Oxfordshire County Council supports the approach taken in the Swindon Transport Strategy. We have, however, expressed concern that the Eastern Development Area may increase car commuting into Oxfordshire, particularly on the A420 towards Oxford and on less suitable rural roads towards the Science Vale UK area to a greater degree than is anticipated for in Swindon's plans. Proposals for logistics development as part of the employment growth could also increase lorry traffic into Oxfordshire. We have suggested that a potential railway station to serve the Eastern Development Area could complement proposals for stations at Grove and possibly Milton Park and provide a significantly more attractive public transport alternative to the car for travel into Oxfordshire. ______Page 5 of 10 Chapter 3 - Transport in Oxfordshire Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Buckinghamshire

3.15 The county of Buckinghamshire lies to the east and north east of Oxfordshire. Major settlements include High Wycombe on the M40 and Chiltern rail corridors and Aylesbury which has road links to Oxfordshire (A418 via Thame bypass and A41 via Bicester bypass). These settlements do not abut the boundary with Oxfordshire which is largely rural and includes part of the Chilterns Area of Outstanding Natural Beauty.

3.16 Significant housing growth was proposed for Aylesbury in the South East Plan and was expected to be located mainly on the south east side of the town, away from Oxfordshire, but could still have led to some increase in traffic on the A418. However, when the regional spatial strategies were abolished, Aylesbury Vale District Council decided to withdraw its Core Strategy and a lower level of development now seems likely.

3.17 There are two rail proposals that would improve links from Oxfordshire to and through Buckinghamshire, in addition to the existing Chiltern line linking Banbury and Bicester to London via High Wycombe. Both proposals are based on improving the existing branch line from Oxford to Bicester Town with its current infrequent local service. East West Rail would reopen the line beyond Bicester to Milton Keynes with a spur to Aylesbury. Evergreen 3 would see a short link built from Bicester Town station to join the Chiltern line to London Marylebone via High Wycombe, with an additional station at Water Eaton with giving local access from north Oxford and Kidlington.

3.18 There are no major road proposals that would affect Oxfordshire, but Buckinghamshire County Council does intend to build a “coachway” interchange for coach services and local park and ride into High Wycombe at M40 Junction 4. Oxfordshire County Council has expressed concern that this might delay coaches between Oxford, London and the major airports if they were to serve the proposed interchange.

3.19 Buckinghamshire County Council’s Local Transport Plan is based on a series of sub areas. Two bordering Oxfordshire (Buckingham and South West Chilterns) highlight the need for a freight strategy; Oxfordshire County Council would wish to be involved in this to ensure a consistent and mutually beneficial approach.

3.20 A number of cross-boundary bus services are significant, ______Page 6 of 10 Chapter 3 - Transport in Oxfordshire Oxfordshire Local Transport Plan 2011-2030 April 2011 ______particularly Oxford-Thame-Aylesbury but also Reading-Henley-High Wycombe. Improved cycling access between the Oxfordshire market town of Thame and the nearby Buckinghamshire village of Haddenham (with its railway station) has generated significant local interest, in both counties.

West Berkshire

3.21 West Berkshire is a unitary authority lying to the south of Oxfordshire. It is mainly rural except for the town of Newbury (located in the busy A34 corridor) and western suburbs of Reading (with stations on the Great Western main line). Most proposed development in West Berkshire is to the south and east of Newbury, furthest away from Oxfordshire and, given the buffer of the North Wessex Downs Area of Outstanding Natural Beauty, is not likely to have a significant impact upon Oxfordshire. West Berkshire Council is, however, concerned about the possible impact of development in Oxfordshire’s Science Vale UK area on the M4/A34 junction at Chieveley and on the A338 between Wantage and Hungerford. It is keen to protect roads such as this and the A329 Wantage to Reading road from traffic growth, particularly HGVs; Oxfordshire County Council takes a similar position on protecting unsuitable roads such as these.

Northamptonshire

3.22 Northamptonshire lies to the north east of Oxfordshire, adjacent to Cherwell District. Further housing growth in the town of Brackley, where housing is cheaper than in Oxfordshire, could see traffic growth towards Banbury, Bicester and even Oxford, particularly as this is a rural area with significant levels of deprivation. There are regular bus services from Brackley to Banbury and less frequent ones to Bicester and Oxford, but there are no rail links between the two counties.

Warwickshire

3.23 Warwickshire is a largely rural county lying to the north of Oxfordshire. The two main towns of Warwick and Leamington Spa have good rail and road (M40) links south into Oxfordshire via Banbury. No significant development is proposed in the rural districts adjacent to Oxfordshire. The main issue that has arisen in relation to Warwickshire in the recent past has been the importance of achieving consistency between the two counties’ recommended lorry route networks.

______Page 7 of 10 Chapter 3 - Transport in Oxfordshire Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Gloucestershire

3.24 Gloucestershire is a largely rural county lying to the west of Oxfordshire. The two major settlements, Gloucester and Cheltenham, are some distance from Oxfordshire via the A40 primary road with rail access to London via Didcot. The A44 from Oxford to Evesham and Worcestershire also passes through part of Gloucestershire including the market town of Moreton-in-Marsh. No significant development is proposed in the rural districts adjacent to Oxfordshire.

3.25 The main issue that has arisen in relation to Gloucestershire has been lorry routeing and, in particular, Oxfordshire County Council’s efforts to reduce the number of lorries passing through the historic market town of Chipping Norton in order to achieve air quality and other environmental benefits. The aim is to de-prime the A44 and sign HGVs between Evesham and Oxford along the A429 and A40 via Northleach in Gloucestershire, while also discouraging use of the A424 via the historic market town of Burford.

East West Rail

3.26 East West Rail is a strategic infrastructure project that will bring benefits across a wide area, including:

∗ Supporting economic growth and investment in new jobs and homes ∗ Faster journeys between towns and cities to the north and west of London ∗ Less congestion on the roads and lower carbon emissions

3.27 In planning terms, the most advanced section of the route is the Western Section, between Reading, Oxford, Milton Keynes and Bedford, with a spur to Aylesbury and High Wycombe. The Evergreen 3 project, promoted by Chiltern Railways, has recently been the subject of a public inquiry under the Transport and Works Act. As well as providing a new train service between Oxford and London, this project – if approved – will deliver the track and signalling improvements needed for EWR between Oxford and Bicester.

3.28 The Western Section is the subject of a bid for project development funding to the Regional Growth Fund. The bid has been submitted by the EWR Consortium and is supported by 3 Local Enterprise Partnerships along the route: South East Midlands, Oxford City Region, and Thames Valley Berkshire. The Department ______Page 8 of 10 Chapter 3 - Transport in Oxfordshire Oxfordshire Local Transport Plan 2011-2030 April 2011 ______of Transport have also said that the Western Section will be one of the rail schemes to be assessed for government investment over the period 2014 -2019.

3.29 Analysis of the Western Section shows a benefit to cost ratio of 6.3:1, which is extremely high. Sensitivity testing shows that this increases to 15:1 if there is a 20% contribution to the costs of the project from the private sector. The government is promoting the Community Infrastructure Levy as the way in which local authorities can secure contributions from developers towards the costs of strategic infrastructure. This Council, along with all local authorities along the route of the EWR Western Section, is committed to including EWR in the infrastructure planning that will underpin our CIL Charging Schedule.

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______Page 10 of 10 Chapter 3 - Transport in Oxfordshire Oxfordshire Local Transport Plan 2011-2030 April 2011 ______4. Highway Maintenance

Objective 1 - Improve the condition of local roads, footways and cycleways, including resilience to climate change

The core objective of highway maintenance is to deliver a safe, serviceable and sustainable network, taking into account the need to contribute to the wider requirements of asset management, integrated transport, corporate policy and continuous improvement.

Highway Maintenance Policies

Policy HM1 Oxfordshire County Council will use a whole life approach for determining and delivering its highway maintenance programme.

Policy HM2 Oxfordshire County Council will seek to develop a programme of community-led, low-cost highway maintenance schemes.

Policy HM3 Oxfordshire County Council will use best practice in developing sustainable drainage systems for roads and other transport assets.

Scope of highway maintenance

4.1 Highway maintenance is a wide ranging function, including:

∗ routine maintenance providing works or services to a regular consistent schedule, generally for cleaning and landscape maintenance; ∗ programmed maintenance providing larger schemes primarily of resurfacing, reconditioning or reconstruction to a planned schedule; ∗ reactive maintenance responding to inspections, complaints or emergencies; ∗ regulatory maintenance inspecting and regulating the activities of others; ∗ winter service providing salting and clearance of snow and ice; and

______Page 1 of 12 Chapter 4 - Highway Maintenance

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ providing a planned emergency response for adverse weather conditions and other emergencies. 4.2 There are a number of related functions which could affect, or be affected by, highway maintenance activity. These include:

∗ asset management (a strategic approach to the management, operation, preservation and enhancement of the highway infrastructure); ∗ network management (the maintenance of the highway network and traffic operation); ∗ highway development control (the assessment of the impacts of land use changes on the transport system and the identification of measures to mitigate these impacts); ∗ street cleansing, including integrated street management ∗ town centre management, including use of public space; ∗ maintenance of sustainable drainage systems; and ∗ the operation of public transport services.

4.3 When maintenance activity is being planned and programmed the potential for joint working and co-ordination with others will be explored. When such joint works are planned then it is expected that full consultation will be undertaken with affected parties before a final decision on the scheme is made.

4.4 A "whole life" approach aims to minimise the long term costs of maintaining a section of road. It may be, for instance, that the overall lowest cost option could be by carrying out a more extensive maintenance operation now, if this reduces the number of occasions when routine maintenance is needed in the future. The "cost" of maintenance works needs to include a consideration of the disruption and congestion that works cause.

Powers and Duties for Highway Maintenance

4.5 In addition to a general duty of care there are a number of specific pieces of legislation which provide the basis for highway maintenance.

4.6 The Highways Act 1980, sets out the main duties of highway authorities in England and Wales. In particular, section 41 imposes a duty to maintain highways maintainable at public expense, and almost all claims against authorities relating to highway functions arise from the alleged breach of this section. Section 58 provides for a defence against action relating to alleged failure to maintain ______Page 2 of 12 Chapter 4 - Highway Maintenance

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______on the grounds that the authority has taken reasonable care to ensure that the part of the highway in question was not dangerous for traffic.

4.7 The Traffic Management Act 2004 introduced in England a number of provisions including a duty for local traffic authorities to manage their road network to achieve, so far as may be reasonably practicable having regard to their other obligations, efficient and effective movement of traffic on the authority’s road network.

4.8 The duty requires the authority to consider all highway users, including pedestrians. An important issue for maintenance planning and programming is that authorities are expected to operate the Act even-handedly, leading by example and applying conditions and enforcement activity equally to their own and utilities works.

4.9 The Act changed significantly the provision of the New Roads and Street Works Act 1991 but much of that Act remains valid, including:

∗ utilities have a statutory right to install apparatus in the highway; ∗ highway authorities are required to co-ordinate works in the highway and utilities are required to co-operate; and ∗ the highway authority has a right to inspect all works.

The Road Network

4.10 A vital part of planning for future maintenance requirements is knowledge of the current size and condition of the network. The overall highways inventory for Oxfordshire contains in excess of 1 million items. The major items in this inventory are detailed in the following sections.

Carriageways

4.11 The basic elements of the county's highway inventory can be summarised as:

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Carriageway length (km/miles) Description Built-up Not built-up Total Principal (A) 126/78 467/292 593/371 Roads B roads 163/102 317/198 480/300 C roads 343/214 799/499 1142/714 Unclassified 1,556/973 839/524 2,394/1497 Roads Back lanes 8/5 0 8 Total 2,195/ 1,372 2,421/ 1,513 4,617/ 2,885

4.12 Of the county roads, 232km/145 miles are defined as part of the county's Premium Bus Routes network, the condition of which is measured separately. In addition, there are 60km/38 miles of motorway (M40) and 49km/31 miles of Trunk Road (A34 and A43) which are the responsibility of the Highways Agency.

4.13 Oxfordshire County Council is also responsible for 2,799km/1,739 miles of footpaths, 1,086km/675 miles of bridleways, 251km/156 miles of restricted byways, 78 km/48 miles of byways open to all traffic (BOATS) and 50km/31 miles of purpose built cycleways. Of the public rights of way 272 km/ 170 miles (or 6.4% of the network) is recorded as having an asphalt or similar surface.

Footways

4.14 Oxfordshire County Council has developed a classification for all the footways for which it is responsible based on location and amount of pedestrian use. This is summarised as :

Total % of total Description (km/miles) Class 1a (Prestige areas) 11/6 < 1 Class 1 (Primary walking routes 92/58 4 e.g. busy shopping areas) Class 2 (Secondary walking routes e.g. local shopping 295/184 12 centres) Classes 3 and 4 (Link footways 2,116/1,323 84 and local access footways) Total 2,513/1,571 100.0

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Drainage

4.15 Like many other local authorities, the inventory of drainage assets in Oxfordshire is not yet complete. This is due to the way the drainage network has developed over the years and the difficulty in obtaining information on the majority of the underground network. However, it is estimated that highway drainage in Oxfordshire includes nearly 100,000 gullies, over 20,000 catchpits and 10,000 offlets (not including those that are the responsibility of Thames Water).

Electrical Equipment

4.16 Oxfordshire County Council maintains nearly 150,000 street lights, over 6,700 illuminated bollards and other miscellaneous electrical assets such as pay & display ticket machines, CCTV cameras, drainage pumps and even a level crossing.

Bridges and other structures

4.17 Oxfordshire County Council maintains around 1000 bridges with a span greater than 1.5m and over 300 smaller culverts. Retaining walls are not well recorded and we know of around 200 with a height of greater than 1.3m. 4.18 Our bridges are predominantly masonry arches although we do have a significant number of modern reinforced concrete bridges on modern bypasses and major routes such as the A40 and A420. We have a small number of steel bridges including two larger bridges crossing the Thames at Wallingford and Isis Bridge carrying the southern bypass in Oxford. Retaining walls are typically masonry and generally in poor condition. We also have the only fibre reinforced plastic bridge in Western Europe at West Mill near Watchfield. 4.19 Oxfordshire has more River Thames crossings than any other county; there are 21 road and or footbridges in or on the boundary of Oxfordshire. The two oldest bridges in the county; dating from the 12th century; cross the Thames at Radcot and Newbridge. 4.20 Within Oxfordshire there are other bridge owners, the major ones are the Highway Agency (trunk roads and motorway), Network Rail (railways) and British Rail Property Board (disused railways). There are two privately owned toll bridges across the River Thames: at Whitchurch and Swinford. The tolls for these two bridges are regulated by Parliament. ______Page 5 of 12 Chapter 4 - Highway Maintenance

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Programming Maintenance Works

Strategy

4.21 Our strategy for highway maintenance will include:

∗ maintaining roads to minimise long-term costs (the "whole life" approach); ∗ setting service standards related to the importance of routes in the county's road hierarchy; and ∗ the development of networks that are resilient to the impact of climate change.

Asset management

4.22 In 2008, the county council set out a strategy for the effective management of the condition of the county’s highways in its Transport Asset Management Plan (TAMP). The principles in the TAMP remain those which will be used to guide the selection and programming of highway maintenance schemes.

4.23 The main aim of the TAMP is to inform highway maintenance and management decisions and to promote good practice in the physical management of the highway network. The approach outlined in the TAMP for highway maintenance asset management is now being extended to all transport assets.

4.24 New asset management service standards have been produced in line with the TAMP principles. Service standards, maintenance regimes and prioritisation will then be applied accordingly.

4.25 A high priority will be given to maintaining the condition of roads which are part of the Premium Bus Routes network. This will also apply to routes where there is a high cycle flow or marked cycle lanes.

4.26 Recent highway condition surveys indicate that we are currently on track to meet our targets for principal and classified roads and for footways. The results of surveys on unclassified roads indicate that the condition has deteriorated slightly in the last year after a steady improvement in previous years.

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Scheme programming

4.27 The majority of our funds for highway maintenance will be allocated using a system of prioritisation based on:

∗ carriageway and footway condition surveys; ∗ skid resistance surveys; ∗ wet skid injury accident records; ∗ place in network hierarchy; ∗ accident claims; ∗ on-site inspections and number and severity of defects recorded; ∗ effectiveness of treatment; and ∗ importance of the route in bus network.

Community-led schemes

4.28 We will annually assign part of the maintenance budget for carrying out community-led schemes recommended by area stewards after consultation with local representatives (parish, county and district councillors and other community groups or organisations). These could be either for small maintenance schemes or minor improvements. This process is still being developed and more details will be added as it develops.

Maintenance activities

4.29 The range of maintenance activities that will be covered by these policies will include the following (the percentage of 2009/10 expenditure is shown in brackets):

∗ principal roads carriageway major schemes (7%); ∗ non-principal roads carriageway major schemes (7%); ∗ footway schemes (6%); ∗ surface dressing treatments (10%); ∗ a range of maintenance activities including structural maintenance and smaller schemes (18%); ∗ bridge maintenance (10%); ∗ routine operations e.g. gully emptying, verge clearance etc. (7%); ∗ village maintenance (6%); ∗ signs & lines (5%); ∗ winter maintenance (5%); ______Page 7 of 12 Chapter 4 - Highway Maintenance

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ electrical maintenance (16%); and ∗ drainage Improvements (2%).

Drainage

Best Practice

4.30 The County Council is now considered to be a regional champion on drainage matters. A working group has been established (Oxfordshire Drainage Asset Management Group) with UK Climate Impacts Programme (UKCIP), Environment Agency, utilities and other council services to develop and disseminate best practice in drainage asset management through the better use of data.

4.31 For works associated with new developments it is now our practice to investigate a Sustainable Drainage Solution (SUDS) system before any other solutions are considered. On estate roads we strongly promote the use of porous block paving for driveways, parking areas and pavements. Roof water drainage may be connected to the porous pavements on payment of a commuted sum to cover a part share of future maintenance. Developers can make savings as manholes, pipes, gullies and (sometimes) kerbs are not required. The potential for SUDS to contribute to other, non-transport objectives, such as biodiversity, will be investigated.

4.32 These solutions can contribute significantly to controlling flood risk and reducing our future liability by reducing run-off and increasing water storage. Other sustainable solutions have provided amenity space through the construction of storage ponds and the use of planting to remove excess water. We promote the use of recycled materials in drainage construction.

4.33 The current drainage system has been built up over many years and represents a high value asset. Upgrading the whole system would require a significant investment and would not necessarily offer good value for money. An evaluation of high risk areas and the economic impact of flooding to property and land must be undertaken since some land could be used as short term sacrificial storage areas.

Flooding and water management

4.34 With a greater emphasis being placed on flood and water management activities there is a growing requirement for

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______additional resources to be made available to cope with operational measures and for partnership working activities as a result of the legislative responsibilities for lead authorities.

4.35 Undoubtedly, there will be pressure on the county council to meet these new duties and responsibilities in a situation where there is unlikely to be additional funding available.

4.36 Oxfordshire County Council will therefore:

∗ use sustainable drainage on all highway schemes where feasible; ∗ promote the use of Sustainable Drainage Solutions (SUDS) in all new development schemes; ∗ identify, locate and record all SUDS and maintain maintenance schedules; ∗ undertake flood risk assessments in high risk areas; ∗ develop Surface Water Management Plans in High Risk Areas; ∗ map all highway drainage assets in the county; ∗ identify and locate all road drainage outfalls to watercourses throughout the county; ∗ investigate the potential for habitat creation along wider verges to modify water flows off the highway; ∗ investigate the potential for the road network to contribute towards renewable energy production - for instance through planting of short rotation coppice; ∗ identify and implement works which will remove pollutants (hydro carbons, silt, heavy metals and chemicals) from these outfalls; ∗ co-ordinate and adopt Catchment Flood Management Plans from all District Councils and submit these plans to the Environment Agency; and ∗ prepare and periodically review flood risk areas, management plans and maps for the whole of Oxfordshire.

Winter Maintenance

4.37 Oxfordshire County Council is committed to keeping a network of major roads free from ice to minimise the risk of accidents and ensure the smooth flow of traffic. Precautionary salting (sometimes called 'gritting') helps achieve this aim. Spreading ______Page 9 of 12 Chapter 4 - Highway Maintenance

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______crushed rock salt on the roads before the surface reaches freezing point prevents ice forming in most cases. However, ice may still form if conditions are extremely cold, and other weather conditions may reduce the effectiveness of salt.

4.38 We decide when to carry out precautionary salting using:

∗ regular weather forecasts specifically for road conditions on Oxfordshire's roads; ∗ a computerised ice prediction system which compares forecast conditions against actual road temperatures measured at five weather stations around the county; ∗ a through-the-night watch on conditions; and ∗ the local knowledge of staff to judge where and when to best carry out precautionary salting.

4.39 Even if freezing temperatures are predicted, there may be no need for precautionary salting if there is enough salt left on the road from a previous salting or if no rain has fallen and roads are dry, as ice will not form.

4.40 It would be unrealistic and uneconomic to salt all roads, although we do manage to treat 43% of the county council's road network - higher than the national average. Certain county roads have been identified as important routes because they:

∗ carry large volumes of traffic; ∗ provide vital access for rural communities; ∗ are known problem sites; ∗ provide access to hospitals and fire stations; and/or ∗ are main bus routes.

4.41 Full details of the winter service can be found in the Oxfordshire Highway Maintenance Plan, Section L.

Resilience to Climate Change

4.42 The last couple of winters have been more severe than has been usual in recent years. The bad weather caused significant damage to carriageways and footways, resulting in a large increase in potholes and other structural defects. This has placed significant pressures on the maintenance budget.

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______4.43 Climate change presents a considerable challenge, now and in the longer term. Work has already commenced to identify and prioritise risk-prone areas, and to establish trends as an aid to predicting locations that may be susceptible to future events. Initial findings around climate change suggest that:

∗ average temperatures have increased by 0.7°C in the UK since 1959; ∗ summers have become hotter and drier; and ∗ winters have become milder and wetter.

4.44 Hotter, drier summers are likely to lead to heat damage of road surfaces (melting roads) and cracking due to shrinking subsoil. Dry hard packed soil is likely to prevent water soaking in when higher intensity rainfall occurs. Milder wetter winters will further add to the flooding risk. Unfortunately, milder winters are unlikely to result in significantly lower winter maintenance costs (salt gritting) since milder winters will only lead to marginally fewer freezing nights. Additionally, a change as small as a 2°C global temperature rise is likely to increase the frequency and severity of extreme weather events, including drought, heavy rainfall and heavy snowfall.

4.45 Since 2004, Oxfordshire’s road network has suffered significant damage through drought (clay shrinkage - causing over £3.5 million of damage in one summer), high temperatures (melting road surfaces - causing over £4 million of damage in one month) and widespread flooding (over £1 million of damage caused by one extreme weather event). The costs of dealing with exceptional weather events can be extremely high and, at current levels of resource allocation, challenging to resolve.

4.46 Measures to arrest or mitigate the effects of severe weather events can include the specification of more resilient assets and materials, higher capacity drainage solutions or roadside equipment which can tolerate higher winds.

4.47 Highway land is an important part of the county's green infrastructure resource with the potential for tree planting to reduce problems caused by climate change and extreme weather events.

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______5. Congestion

Objective 2 - Reduce congestion

Our core objective is to reduce congestion to improve the economy of the county and relieve environmental problems.

Congestion Policies

Policy TC1 Oxfordshire County Council will manage demand, co-ordinate and, where appropriate, improve the county's road network to reduce congestion and minimise disruption and delays to the travelling public.

Policy TC2 Oxfordshire County Council will work with major traffic generators to enable sustainable travel and efficient car use for journeys to employment, health, shopping and education in order to reduce congestion.

Policy TC3 Oxfordshire County Council will ensure that travel information is timely, accurate and easily accessible in a range of appropriate formats.

Policy TC4 Oxfordshire County Council will manage the parking under its control to reduce congestion.

Policy TC5 Oxfordshire County Council will identify suitable and unsuitable routes for freight movement, balancing the needs of businesses with protection of the local environment and maintaining the highway network.

Congestion Strategy 5.1 Congestion occurs when the demand placed on a part of the transport network exceeds the capacity of the network, or part of the network, to deal with it effectively. While congestion usually refers to road conditions, this can also affect buses approaching bus stops, cyclists approaching key junctions and pedestrians on footways and in busy streets, as well as covering overcrowded

______Page 1 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______conditions on buses and trains. This chapter will deal with congestion on the roads.

5.2 Congestion can be tackled by either increasing the capacity of the network or reducing the demand. Oxfordshire County Council will apply both these approaches, including:

∗ traffic reduction through travel reduction measures and widening and promoting travel options to encourage modes other than the private car; ∗ incident management and co-ordination of roadworks and events; ∗ co-ordinated network management; ∗ better information for travellers; ∗ targeted improvements at bottlenecks; ∗ coherent parking policies; and ∗ clear routes for freight traffic;

Traffic Reduction

5.3 Traffic reduction measures can consist of initiatives to reduce the need to travel or measures promoting more efficient modes that place fewer demands on the road network and thus help to reduce congestion.

5.4 Travel reduction measures could include:

a. teleworking - Where people work at home instead of commuting which can reduce overall mileage although there is some evidence that longer peak time commuting trips are sometimes replaced in part by shorter local trips during the day; b. teleconferencing – Holding meetings and communicating via video or webcam link instead of travelling to an office to reduce the number of trips made by individuals and reduce associated travel and accommodation expenses; c. improved internet access - providing fast and reliable internet broadband to residential households can reduce the need to travel; and d. sustainable development – working in co-operation with the district councils to ensure new residential dwellings are located within easy access to essential services and amenities, in order to reduce the need to travel by car.

______Page 2 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______5.5 Promoting more efficient modes includes:

a. public transport - tackling congestion effectively will involve promoting public transport alternatives, particularly to people who currently never use them; b. cycling - to reduce congestion there is a strong case for promoting cycling to non-users, particularly for people making short journeys; c. car share - we have recently launched Oxfordshire Car Share, providing a matching service for all those who live, work and travel in and around Oxfordshire. With links to smaller car share schemes in the county, the scheme aims to take cars off the road by putting users of the same route together; d. car clubs - these reduce the need for individuals to own their own car and have been shown to reduce members' annual mileage by up to 2,000 miles per year in some studies; and e. travel plans – assist oranisations achools and employers to encourage staff, students and visitors change their travel habits to ones which cause fewer environmental problems and place less strain on the road network, particularly in peak periods, by a coombinaton of education, promotion and physical measues,

These above measures are outlined in more detail in Chapters 9 – 12 on carbon reduction, reducing the environmental impacts of travel, public transport and walking and cycling.

5.6 Charging mechanisms are another possible approach to help tackle congestion which could include:

a. workplace parking levy – this is a charge on employers who provide free or relatively cheap workplace parking for their employees; and b. road user charging – this is a mechanism through which road users pay to use a section of road or enter a cordon, usually at particular times of day.

5.7 Although, we do not currently have any plans to introduce any charging measures, it is possible that we may want to investigate these measures at some point over the LTP3 period as support for the strategy outlined in Chapter 13, Oxford.

______Page 3 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Co-ordinated Network Management

Network Management Duty

5.8 Even when funding for improvements is available, increasing road space through new roads or road widening schemes can be limited by physical or environmental constraints. Therefore we are seeking to make the most efficient use of current road space through ensuring that roads and junctions are operating at their maximum design capacities. The capacity of the road network can often be increased without major new construction through localised minor changes such as flaring, lining changes or the use of intelligent equipment at signalised junctions.

5.9 In 2004 the Government introduced the Traffic Management Act. The Act introduced a new duty, the Network Management Duty, on Local Transport Authorities (LTAs). It applies to all LTAs and encourages them to reduce and manage congestion, manage works on the highway, and have contingency plans.

5.10 Greater importance to Network Management leading to the development of a Travel and Information Management Policy and Network Management Plan.

Network Management Plan

5.11 The Network Management Plan sets out how we will introduce effective network management in the county. The Plan includes a series of key actions to improve network management in Oxfordshire:

∗ development of Urban Traffic Management and Control (UTMC) in Oxford; ∗ undertaking a timing review of traffic signals; ∗ developing methods to monitor and report levels of congestion; ∗ developing contingency plans for strategic routes; ∗ production of a communications plan for unplanned events; ∗ recording all works on an electronic register; ∗ reviewing the county’s Traffic Sensitive Streets Network; ∗ producing a guide for event organisers on their traffic management responsibilities; and ∗ reviewing existing controlled parking zones in Oxford.

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5.12 Fundamental to successful network management is the understanding of what is currently happening on the road network and what is planned for the future. The development of communication strategies and ensuring the effective noticing of all works on the highway will be a significant challenge over the next few years (n.b. “Noticing” is the official notification of any activity that is likely to affect the operation of the road network).

Travel Information

5.13 An important element of making the network work as well as possible is ensuring that the travelling public have the information available to allow them to make informed decisions. This is equally important when dealing with the normal working of the network and when there are temporary disruptions such as accidents, roadworks or public events.

Travel and Information Management

5.14 Oxfordshire County Council has developed a Travel and Information Management Strategy. This sets out our vision of how we can make the best use of technology to help manage our roads and provide meaningful, up-to-date information to the public. It sets out our aims and identifies the principles and good working practices to achieve them.

5.15 The strategy paved the way for the creation of a traffic control room where intelligent transport systems enable the network to be managed in real time. The traffic control room manages the whole of Oxfordshire, however currently most of the tools for gathering network data and managing the network are currently focused in and around Oxford. The coverage of network management tools will be increased when opportunities arise.

Communications

5.16 A high quality strategy for communications is also essential for unplanned events, such as accidents. We are responsible for working with our partners to co-ordinate traffic following accidents on the county’s network. Effective and efficient response and co- ordination is required to keep disruption to a minimum. Contingency plans are being developed so that quick and effective action can be taken whenever an incident occurs.

5.17 We have excellent real-time journey time data coverage for ______Page 5 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Oxford through our journey time management system and through the real-time bus tracking equipment. This can be used for the management of the network on a day-to-day basis along with monitoring general performance and trends.

5.18 Dissemination of information is an important element in managing the network. Information is currently passed to members of the public through electronic variable message signs on the road, real time information displays at bus stops, mobile phone and websites. Information needs to be timely, accurate and consistent. To publicise the information available there is a need to improve good working relationships with radio stations, Thames Valley Police, Highways Agency (HA), bus operators and freight companies. We will also provide greater information coverage to the public with more roadside electronic signs and an enhanced travel website.

5.19 Oxfordshire County Council has produced information and guidance for travel throughout the county on other efficient alternative modes to further enable people to make informed decisions about how they travel. This includes walking and cycling maps and initiatives like our dedicated car share website. These are covered in more detail in Chapters 9 and 12 on carbon reduction and walking and cycling.

Co-ordination of Roadworks and Events

Works register

5.20 Managing and co-ordinating the control of works and events that may impact upon all forms of traffic is a key part of delivering the network management duty. Fundamental to achieving this is the effective noticing of all roadworks on an electronic register, and ensuring that works on site are signed and guarded correctly to ensure safety and reduce delays.

5.21 Oxfordshire County Council is working closely with utility companies and its partners to ensure that accurate and timely notices are submitted for works.

5.22 Information on the most disruptive roadworks is displayed on our website, including the “top ten” works that are being carried out in the county at any time. This information is also fed into the Local Goverment Information Network, eLGIN and OCC travel information website where the information can be viewed

______Page 6 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______alongside works on motorways, trunk roads and neighbouring authority roads.

5.23 We also have a responsibility to co-ordinate events, including filming, with works on the highway. This includes liaising with the district councils, police and event organisers to ensure that the impact on transport is fully taken into account, and that traffic is able to continue to flow.

Contingency Planning

5.24 We are currently working on formal diversion routes for our main roads so that when incidents occur we will have permanent signs in place, making diversions faster to implement and diversion routes clearer.

5.25 The effective management of traffic requires the planning of the response necessary following incidents on the highway. This work identifies key diversions and communication strategies to deal with incidents that block or severely affect a lane of the highway. We have already completed plans for sections of the A420, A44 and Oxford ring road. A rolling program will eventually see diversion strategies developed for all the main routes and towns in Oxfordshire. These strategies are being built into the traffic management system so they can be swiftly acted upon. The HA has formal diversion routes agreed with us so that if there is an incident on the A34 or M40 that requires a closure then approved signed diversion routes can be used.

5.26 Modelling of traffic flow patterns is becoming more advanced and its use is becoming more widespread. A micro-simulation model has been produced to help us understand the wider impacts of incidents, planned events and contingency plans. Our longer term aspiration is to link the model with the traffic management database to enable fast testing of contingency plans during incidents or roadworks.

Enforcement of Traffic Orders

5.27 Oxfordshire County Council has a dedicated traffic enforcement team that undertakes civil parking and bus lane enforcement within Oxford. The effective management of parking arrangements and other traffic regulation orders ensure that the highway network is not abused and that traffic continues to flow in the right channels. A project to extend de-criminalised parking to the whole of the county is under way which will give us ______Page 7 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______enforcement powers to regulate on-street parking countywide. As part of this process we have entered into an agreement with West Oxfordshire District Council to delegate our on-street parking enforcement powers; decisions still need to be made on how parking is enforced across the remaining three districts.

Figure 5.1 Oxfordshire AM peak (07.00 – 09.00) top 500 delayed links 2008/09

______Page 8 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Figure 5.2 Oxfordshire PM peak (16.00 – 18.00) top 500 delayed links 2008/09

Targeted Improvements

Road Capacity

5.28 Roads play the major role in transport in Oxfordshire, and this is likely to remain the case throughout the life of this Local Transport Plan. Congestion can be relieved by increasing the local ______Page 9 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______capacity. However, research has shown that this can also increase traffic levels by inducing more trips. Oxfordshire County Council will therefore consider all other appropriate solutions before considering additional road capacity. We will ensure that care is taken, where new road capacity is provided, to avoid the additional capacity attracting more trips to be made and thereby reducing the benefits of the scheme. This can be done by introducing measures onto the road which have been bypassed to compensate got the new capacity. This type of measure often brings environmental benefits of its own.

Network Improvements

5.29 Every local area will have its own specific needs and the appropriate solutions will be different. However, the range of possible solutions should be looked at in the priority order listed below:

∗ Changing travel mode – can mechanisms be put in place to encourage greater use of walking, cycling or public transport for all or part of the journey or can the journey be replaced by means such as home working or teleconferencing; ∗ network management – can changes be made to realise the full capacity of a road or junction; ∗ capacity improvements – can physical measures be implemented to allow more people through the local road network; ∗ road widening – can local widening at junctions or congested points help alleviate the problem or longer stretches of road widening be considered; and ∗ new road links or bypasses – can new road connections be used to help direct traffic away from problem locations.

5.30 The over-riding principal for deciding on whether to take action to reduce congestion is to provide a congestion free choice for travellers. Where a congestion free route is available then measures to reduce congestion on alternative routes will not usually be a priority.

5.31 Oxfordshire County Council has already identified some areas where major network development is required and where work is in progress to identify major strategic improvements for the future:

______Page 10 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ approaches to Oxford, including the A34, particularly on the northern and southern approaches to Oxford on the ring road; ∗ in the Science Vale UK area (Didcot/Harwell/Wantage & Grove) where major housing and economic growth is planned; ∗ in the Eco-Bicester area where significant new development is planned to be delivered as part of the overall plan ‘One Shared Vision’ for the town; ∗ in Witney to improve access to the A40 and relieve traffic in the town centre; and ∗ in Banbury to relieve pressure on the M40.

5.32 In addition we will be identifying other network development needs as part of the development of the district councils’ Local Development Frameworks.

Parking

Parking Policy

5.33 Oxfordshire County Council’s aim for effective parking management is to reduce congestion, particularly in town centres. Due to the shared responsibility for providing public car parking we will work closely with the district councils to realise this aim.

5.34 In Oxford, we will work with Oxford City Council to provide sufficient parking in the city centre to satisfy access and service needs. Parking charges will continue to be set at a level that discourages long stay parking and encourages the use of park & ride and public transport where this is a viable alternative.

5.35 In other Oxfordshire towns, we will work with the district councils to ensure that there is sufficient parking provision for journeys that are not readily made by public transport.

5.36 The availability of parking plays a major part in drivers' decisions on what trips they make, when they make them and which routes they take. Oxfordshire County Council has developed a parking policy document which, though primarily designed to bring consistency to the way Civil Parking Enforcement (CPE) is or will be carried out throughout the county, will also bring together existing district and county council policies in one document.

______Page 11 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______5.37 Our parking policy will put in place parking controls designed to reduce congestion, provide parking for activities such as visiting local shops and protect parking in residential streets for those people living there. However, without enforcement, such controls can quickly become ineffective. There are many calls on police resources so that the amount of effort that they can put in to parking enforcement is likely to be limited. A CPE service provides a dedicated team concentrating solely on vehicles parked in contravention of Traffic Regulation Orders.

5.38 Decriminalised Parking Enforcement has been in place in Oxford since 1997 with CPE coming into force in March 2008. West Oxfordshire became a Civil Parking Enforcement Area in 2010. The aspiration of extending CPE to the other districts within Oxfordshire will continue.

5.39 There are four main types of public car parking in Oxfordshire:

∗ on-street pay & display; ∗ free or metered on-street parking; ∗ park & ride; and ∗ off-street car parks.

5.40 All but the last of these are our direct responsibility (off-street car parks across the county are managed by the district councils). There are a number of off-street car parks throughout the county managed by private companies. A coherent approach to and relationship between all types of parking, particularly car parks and park & ride, is needed.

5.41 To be effective in reducing peak hour congestion, parking needs to be managed so that it encourages drivers to use other means of travel to work. This can be through charging policies or through restricting parking times or duration. For such a policy to be publicly acceptable there needs to be adequate and effective alternatives for drivers to use. By and large Oxford meets this ideal - city centre car park tariffs are set at a high long stay rate and there is no all-day metered parking in the city centre. Instead, there is a highly developed bus network as well as around 5,500 park & ride spaces. The cost of using these services is significantly less than the daily rate for city centre parking.

5.42 Controlled Parking Zones (CPZs) have been introduced in areas of Oxford where there are issues of commuters inappropriately parking in residential streets. Oxfordshire County Council will

______Page 12 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______continue to reserve CPZs as a mechanism to help reduce these congestion problems. We would expect that CPZs would offset the cost of their operation and enforcement through charging for the issue of parking permits.

5.43 Outside Oxford, parking enforcement is currently limited and therefore the full benefits of parking policies are not always realised. Banbury and Bicester have parking controls and off- street car parks. There are also residents’ parking schemes in Abingdon, Bicester and Henley and one proposed for Banbury but these cannot become fully effective until CPE powers are in place. West Oxfordshire District Council acquired CPE powers in 2010 but, as the District Council does not charge for the use of its car parks, any controls to manage parking are limited to enforcing maximum stay periods. The other district councils provide free parking in towns to varying degrees. This is generally said to be of benefit to businesses but it does encourage car journeys into the towns rather than the use of other modes.

5.44 Some areas of the county have good parking provision for cycles. Cycle parking is covered in more detail in Chapter 12 on walking and cycling. Oxfordshire does not have much motorcycle parking. A small amount of motorcycle parking is provided at several car parks and on-street spaces throughout the county, often without charge or need to display a permit. Oxfordshire County Council will look to improve direction signing of motorcycle parking in appropriate locations as part of the traffic signage reviews that will be undertaken in settlements across the county as part of this Plan.

Park & Ride

5.45 The purpose of park & ride is to intercept journeys that would otherwise continue to a destination by car. It supports the continuing reduction of congestion on radial routes and within the city centre and the development of public transport as an alternative to driving into Oxford. Oxford was one of the pioneer cities to introduce park & ride on a permanent basis.

5.46 The success of Oxford’s park & ride system has meant that the parking sites are regularly reaching capacity. Park & ride availability is influenced by two factors: the physical size of the sites, access to them and the use to which those spaces are put. Three of the five sites - Thornhill (to the east), Seacourt (to the west) and Peartree (to the north) regularly reach capacity every day, the first two immediately after the morning peak. These two sites ______Page 13 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______are used to a degree for purposes other than to access Oxford. Thornhill is used by people travelling to London and the airports on express coaches and Seacourt is used as convenient parking for nearby offices and businesses.

5.47 Oxfordshire County Council will continue to develop the use of park & ride as a way of reducing traffic growth and congestion in Oxford and the county’s main towns. In Oxford, this may involve expanding existing sites (such as is currently planned for Thornhill) or developing new sites. We will explore opportunities to set up remote park & ride sites for Oxford so that trips could be intercepted earlier in their journey. These would normally be served by existing services on Premium Bus Routes, rather than by new bespoke services.

5.48 As part of the ongoing development of the area strategies, we will investigate whether park & ride would be suitable in any of our larger towns; this would be dependent on the introduction of an appropriate complementary parking regime within the town concerned.

5.49 Expansion of park & ride is not a quick process, even if it is desired from a strategic point of view. Oxfordshire County Council's view is that park & ride services should not replace the use of local bus services where these are available for larger parts of a journey. This means that the location and costs of new sites and services needs to be carefully considered before construction or introduction.

5.50 Generally, park & ride sites should be located where they can intercept existing traffic and not where they would generate additional trips. A transport assessment would be required for any site and consideration should be given to reducing town centre parking to avoid a potential overall increase in car-based trips.

Lorry Routeing

5.51 While they usually make up a small proportion of the overall traffic flow (except on specific roads such as the A34), lorries can play a major part in creating congestion as well as contributing to other environmental problems associated with it such as air pollution, noise and damage to road surfaces and verges. Where congestion occurs, though, lorries are often most affected, given that they are usually more constrained than general traffic in the routes they use. However, problems caused by lorry traffic are seldom easy to remedy without potentially causing difficulties to ______Page 14 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______the local and national economy.

5.52 We will work with both the HA and the two freight associations (Freight Transport Association and Road Haulage Association) to establish suitable freight routes and diversion routes to help remove these trips from unsuitable rural roads and villages. Oxfordshire County Council will seek a wide consensus for these freight routes including the haulage industry, local communities and other interested parties. These agreed routes will also help us to manage the network regarding maintenance of these routes and day to day operation.

Congestion and journey reliability

5.53 Several of the county’s major roads currently experience regular congestion: A34 north from Abingdon, A40 between Witney and Oxford, sections of the Oxford Ring Road. Other routes may experience congestion in the future if traffic continues to grow, possibly including the M40 south of Oxford. Congestion on the major routes can often be a cause of drivers seeking to find alternative routes on more minor roads. Measures to reduce overall congestion on these routes would help lorries along with other traffic; it is unlikely that specific measures for allowing lorries to bypass congestion hotspots (such as lorry only lanes) would be generally applicable within Oxfordshire.

5.54 The A34 is a particular problem within Oxfordshire. This is a two- lane dual-carriageway road with a high proportion of heavy goods vehicles (up to 20% of daily trips with higher proportions at some times of the day). The road is subject to congestion caused by the heavy overall traffic flow and the capacity of junctions (particularly at the junction with M40) and by frequent incidents. One significant problem along the A34 that is caused by lorries overtaking each other leading to moving blockages to overall flow along the route. Oxfordshire County Council will work with the HA to identify stretches of the A34 where this frequently disrupts general traffic flow and investigate the potential for a lorry overtaking ban, similar to bans used elsewhere in the country. A trial lorry free lane was introduced just south of the county boundary in 2010.

Route information

5.55 The 2004 Transport Networks Review identified a number of locations throughout the county where there was a poor local environment caused by traffic and where HGV traffic was a major ______Page 15 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______contributor to this detrimental environmental impact. These are summarised in the table below.

Settlements in Oxfordshire with high HGV traffic Route Settlement Environmental HGV traffic impact of traffic level A361 Burford High High A44 Woodstock High High A44/A361 Chipping Norton High High A4130/A4155 Henley High High A415 Marcham High High B4009 Watlington High High A329 Little Milton Medium High A329 Stadhampton Medium High A361 Bloxham Medium High A361 Wardington Medium High A44 Enstone Medium High A415 Brighthampton/Standlake Medium High A415 Clifton Hampden Medium High A417/A338 Wantage Medium High A418 Tiddington Medium High A4074 Nuneham Courtnay Medium High A4074/A329 Shillingford Medium High A4095 Bladon Medium High A4095 Long Hanborough Medium High A4130 Nettlebed Medium High A4260 Adderbury Medium High A4260 Bodicote Medium High A4260/B4031 Deddington Medium High A4260 Kidlington Medium High B430/B4030 Middleton Stoney Medium High B4009 Shirburn Medium High B430 Ardley Low High B430 Weston-on-the-Green Low High Source: Transport Network Review 2004.

5.56 As a response to this, the Oxfordshire Freight Quality Partnership produced a lorry routeing map in 2006 showing the major locations of lorry trip generators and the preferred routes to get to each of these. This was updated in 2008 and is currently being updated to bring it into line with similar maps produced by neighbouring counties. It is likely that over the course of the Plan period that there will be opportunities to use new technologies to better publicise and utilise this advice.

5.57 The use of unsuitable roads by large lorries is an ongoing problem, particularly on rural routes. While weight restrictions can be used to reduce these problems, their use has to be balanced against ______Page 16 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______any costs to the economy and to legitimate needs for access. Weight restrictions are only likely to be acceptable if they do not transfer unwanted traffic onto other similar roads. Oxfordshire County Council will use the latest lorry routeing map when considering whether it is likely to be acceptable to place weight limits on any road.

Satellite navigation systems

5.58 In recent years satellite navigation systems have caused increases in lorry traffic on many unsuitable roads across the country. A current problem is that systems do not generally discriminate in route choice between large and small vehicles. More advanced systems in the future may provide a solution to this but there is also a clear need to ensure that, as far as possible, satellite navigation companies have information on the suitability or otherwise of roads to carry traffic.

Freight consolidation

5.59 Freight consolidation and trans-shipment are methods which have been suggested to reduce lorry numbers on specific roads or in sensitive areas. With consolidation, haulage loads are combined to reduce the numbers of lorries needed; with trans-shipment, final deliveries are made by smaller or more environmentally acceptable vehicles by separating out those which are to be delivered to a defined site or area. Oxfordshire County Council will consider these as potential solutions if opportunities arise and if a viable working business model is developed for either technique.

Rest and layovers

5.60 Lorry drivers are required to take both daily and overnight driving breaks by the Driver Hours Directive 1985. For this reason, areas for goods vehicles to stop and park when away from base play a vital part in the national delivery network. However, in recent years there has been a reduction in the number of rest area sites available for lorries. Many service areas on non-motorway routes are now not available for lorries. Safety and traffic management concerns, relating to the time that lorries take to accelerate out of them and to reduce speed on the main carriageway, have also led to the removal of some roadside lay-bys.

5.61 Well designed and located lorry parks can play a role in reducing the overall mileage travelled by lorries, in promoting driver well- ______Page 17 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______being, in helping with efficient deliveries and in minimising disruption to communities. However, in deciding on whether any particular site was suitable for this use, the benefits of such facilities need to be balanced against the local environmental impacts that they would bring. The Department for Transport has published a strategy (November 2009) to encourage the development and use of secure lorry parking locations. Any proposals within Oxfordshire would need to be in line with this national strategy.

______Page 18 of 18 Chapter 5 - Tackling Congestion Oxfordshire Local Transport Plan 2011-2030 April 2011 ______6. Road Safety

Objective 3 – Reduce casualties and the dangers associated with travel

Road safety continues to be a core priority both nationally and locally reflecting the very high human and other costs of road accidents, valued at over £200 million per year in Oxfordshire.

Road Safety Policies

Policy RS1 Once the national strategic framework for road safety has been announced, Oxfordshire County Council will develop an updated road safety strategy to reduce the number of road accident casualties, focusing on high risk locations and groups and promoting responsible use of the road and driver behaviour.

Policy RS2 Oxfordshire County Council will seek to reduce the casualty rate of motorcyclists by working closely with interested groups to encourage more responsible motorcycling.

The Nature and Type of Accidents

6.1 Human factors are usually the main cause of an accident. Many will reflect more persistent higher risk behaviours such as speeding, following the vehicle in front too closely, driving when tired, failure to use a seat belt, and the use of alcohol and drugs. Inexperience, coupled with risk taking behaviours often associated with young adults, accounts for their particularly high rates of accident involvement. Perhaps unexpectedly, despite an ageing population, the numbers of older road users being involved in accidents has shown no very great increase in recent years, although older people do have a higher susceptibility to suffering a severe injury in the event of an accident.

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______6.2 The road environment is a significant factor in many accidents. The highest accident rates are generally found on busy roads in towns, where the combination of pedestrians, pedal cycles and motor traffic and frequent junctions lead to high levels of potential conflict. However, the majority of road deaths and serious injuries are sustained on rural roads due to higher speeds; rural single carriageway roads (rather than high standard dual carriageways and motorways) typically carry the highest risks. A wide range of road engineering measures have proved effective in reducing accident risks in both urban and rural areas.

6.3 Different types of road user have different patterns of accident involvement and also different injury severity risk in the event of an accident. Around 85% of reported accidents involve cars, and car occupants are the single largest road casualty group, although substantial improvements in car design have helped both reduce the rate of accident involvement and improve occupant protection. Conversely, pedal cyclists and motorcyclists have much higher accident involvement rates, reflecting a range of factors, including that their comparatively small size can lead to them being less obvious to other road users (especially a risk when exploiting their flexibility to pass other traffic). Motorcyclists in particular stand out as a high risk group, accounting for 1% of traffic but around 20% of deaths and serious injuries. Pedestrians, particularly those who are frail or elderly, are also a highly vulnerable group.

Car users

6.4 Car drivers comprise the largest category of road-user casualties. The long term trend has stabilised to some extent, in part due to a recent decrease in the number of casualties from the highest risk age group (17 to 24 year olds). In recent years there has been very little change in the number of older car drivers involved in accidents, even though there are more (and older) senior-citizen drivers.

6.5 A major concern is that a third of fatal injuries are sustained by car drivers not wearing seat belts - in over half of these incidents, the driver would have probably survived if they were wearing a seatbelt. Of the nearly 500 people have died on Oxfordshire’s roads over the past ten years, it is likely that a significant number would still be alive today had they taken the simple step of wearing a seat belt.

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Figure 6.1 Oxfordshire Accident sites January 2006 – December 2010

6.6 Car passengers form the second largest casualty group after car drivers. Recent trends in casualty numbers appear to have been generally downwards after a long period of relatively stable numbers. As would be expected, the circumstances of accidents

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______where car passengers are injured are very similar to those for car drivers:

∗ the majority of the injuries are sustained on non-built up roads; ∗ the majority of severe injuries occur on high speed roads; and ∗ around 30% of front seat passengers and 65% of back seat passengers who died were not wearing seat belts;

There is also evidence of increased risk when young drivers (under the age of 25) are accompanied by their peers, due to a combination of increased potential for distraction and peer pressure to drive at speed or more aggressively.

Pedestrians

6.7 Long-term trends for both adult and child pedestrian casualties are downwards. However, this reduction is likely to be due, at least in part, to reduced levels of walking over this period. The highest numbers of pedestrian casualties are sustained in the town centres and other busy shopping streets. Most residential areas have, by comparison, very low densities of pedestrian casualties, as do areas close to schools, with only a minority of child pedestrian injuries being sustained on a journey to or from school. Although the numbers of pedestrians injured on rural roads is a very small proportion of the total, the risk of fatal or serious injury on such roads is very much higher due to the greater speeds.

6.8 Behavioural factors (such as failure to look or crossing where visibility is restricted) feature in many accidents, particularly those involving early teens (12-15 year olds), while alcohol impairment is a significant factor among adults. Older pedestrians are especially vulnerable because of reduced mobility and higher susceptibility to serious injury.

Cyclists

6.9 Long-term trends in overall injuries are downward, mainly due to the reduction of close to 60% in child cyclist injuries since 1999 (whilst the numbers of adult cycle casualties have dropped by only eight percent). This decrease has occurred against a background of a marginally increased cycling rate.

6.10 The great majority of cycle accidents occur in built up areas; ______Page 4 of 10 Chapter 6 - Road Safety

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Oxford in particular has a tradition of very high cycle use and comparatively high cyclist casualties compared to many other areas. However, the risks to individual cyclists appear to be appreciably lower than the national average. This may be due to the extensive provision of cycle facilities but there is also evidence that in areas with high cycle use drivers become more accustomed to sharing the road with cyclists. Two particular situations which result in accidents for cyclists involve vehicles, usually lorries, turning left into a side road across the path of a cyclist or where large vehicles give way to oncoming right turning vehicles at the same time that cyclists are passing them unseen on their nearside.

Motorcyclists

6.11 Although motorcyclist casualties have fallen in recent years, they are a key target for casualty reduction in Oxfordshire, as they not only have a high rate of accident involvement but also riders of large motorcycles in particular have a high average injury severity. Motorcyclist safety is dealt with separately below.

Road Safety Strategy

Measuring and understanding the road safety problem

6.12 Understanding the road safety problem is the essential first step in developing effective measures to improve safety. The core resources are the reports of injury accidents compiled by Thames Valley Police (TVP) in accordance with the national accident reporting system overseen by the Department for Transport (DfT). We play a major part in the process by entering and validating the police reports. This includes identifying accident problem sites and routes, trends in accident numbers both in aggregate and for specific road user groups, and exploring behavioural and other factors (including for example links between accident risks and social deprivation). We will continue to process and analyse this data, and will also continue to contribute to the ongoing review of data quality and effectiveness of data analysis.

6.13 The accident history of all roads in the county is carefully monitored to identify problem sites and routes which may be addressed by road safety engineering measures. These include both maintenance schemes – for example to rectify substandard skid resistance - and improvement schemes; the latter include a very diverse range of measures, from low cost signing schemes to ______Page 5 of 10 Chapter 6 - Road Safety

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______comprehensive improvements of a route. It can also involve building in a safety element to larger multi-objective schemes. The assessment of the priority of a safety scheme will take account of its cost and anticipated accident savings.

6.14 It is however recognised that many accidents are, for a variety of reasons, not reported and that the police data only provide a partial picture of serious and slight injury accidents; this is especially true for accidents involving pedestrians and pedal cyclists. Some work has been carried out with local NHS hospitals to compare police data with their records on road accident casualties treated and there is some evidence that the police data have shown a stronger decline in road casualties as compared to that reported by the NHS. The NHS data also highlight the relationship between injury severity and NHS costs and the cost savings that would result from casualty reduction.

6.15 Road safety problems are however not just measured by reported casualties. Concerns over poor road safety have a major adverse impact on the quality of life and feature highly in the list of community safety concerns across the county.

Safer for children

6.16 Children need to learn safe behaviour and skills for a lifetime of road use. They progress from using roads as passengers in cars and buses, to becoming pedestrians and riders of pedal cycles, and as adolescents they may ride or drive motor vehicles. Oxfordshire County Council manages a wide range of activities and programmes to minimise risks during their development. This work is supported by a range of external partners including the Health Service and Police.

6.17 The safety, health and well-being of children is a high priority but it is important to consider this from a broader perspective. Concern is rightly growing that sedentary lifestyles among children appreciably increase the risk of a wide range of serious diseases. Activities such as walking and cycling are extremely beneficial in developing fitness and although they carry some risk, provided this is well managed, the overall benefits of encouraging these activities considerably outweigh the dangers.

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Tackling high risk behaviour and actions

6.18 Most if not all road users have occasional lapses; however a minority exhibit persistent dangerous or unsocial behaviour. The much higher probability of accident involvement seen amongst young adults (and males in particular) reflects not only the dangers due to inexperience but also the immature attitudes and risk taking which are more prevalent in this age group. A major challenge is to get the message across that large numbers of accidents are due to behaviour such as following too close, moderate excess speed and driving when tired or being distracted. While failure to wear a seatbelt can result in more serious injury or death in the event of a collision.

6.19 A large number of activities are carried out to address these problems, including a range of awareness-raising activities:

∗ workshops and presentations to young people (mainly in Years 7-13) involving joint working with the police and the relatives of road-accident victims; ∗ preparation and circulation of information (including leaflets, posters and displays) on road-safety matters, typically with the assistance of schools, colleges, health centres, libraries and local businesses; and ∗ joint roadside operations involving county council and police to target behaviour such as speeding, fatigue and non-wearing of seat belts.

Safer road environment

6.20 Maintaining and improving roads has proved a highly effective way of improving safety. The County Council and the Highways Agency (HA) (responsible for the M40 and A34 and A43 trunk roads) have a duty to:

∗ maintain public highways in a safe condition; and ∗ investigate road accident problems and introduce remedial measures to address problems, where practical and cost effective.

6.21 Nevertheless, with approximately 2800 miles of public highway within Oxfordshire, the cost of carrying out all the maintenance and improvement work that could be justified far exceeds the

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______available budgets, requiring all work to be prioritised on the basis of need and cost effectiveness.

6.22 All three emergency services play a vital role in assisting and treating those involved in accidents, and the timely arrival of emergency vehicles is essential. Traffic conditions and traffic management activities can clearly impact on attendance times for all types of emergency call outs. We will therefore liaise closely with the emergency services in respect of traffic management measures that are likely to impact on attendance times for emergency vehicles.

Safer speeds

6.23 Speed reduction measures have proved highly effective in reducing the number and severity of accidents. Even relatively small reductions in average speeds can bring worthwhile casualty reduction. Speeding also features very highly in the list of community safety concerns: it can prove a major worry, even at sites where there is little or no history of injury accidents. A balance has to be struck between the need for our road network to allow reasonable progress and the provision of adequate safety. Procedures are in place, including public consultation, to ensure that new speed limits or traffic calming measures are reasonable and realistic.

6.24 A number of measures can be used to help address these concerns. We will continue to support speed reduction measures to address community concerns with the assistance of the district councils, local councils and neighbourhood policing teams.

6.25 Oxfordshire County Council withdrew support for road safety camera enforcement in the county in July 2010 following the announced reduction of the DfT's special road safety grant, which had been allocated to fund traffic safety camera operations in Oxfordshire by the Thames Valley Safer Roads Partnership. Discussions with TVP have subsequently been held with the aim being to re-instate enforcement at the fixed speed camera sites in the county, with the county council funding the maintenance of the roadside equipment.

6.26 Lower speed limits, where indicated by the character of the road and the accident history, have been found to be effective in reducing accident rates. A general review of the county's A and B roads has recently been completed, applying the DfT guidelines ______Page 8 of 10 Chapter 6 - Road Safety

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______on the setting of speed limits; the resulting changes (mainly reductions in limit, but also, in a small number of cases, an increase) are due to be implemented in 2011. While no further general review of limits is currently planned, we will investigate additional changes in response to new development and also our ongoing accident monitoring. In Oxford, the great majority of residential roads were reduced to 20mph in 2009, and this project is being monitored to assess whether it may have application elsewhere, although it is likely to be some years before any firm results are available. In the longer term we would like to see a general reduction in the maximum speed on rural roads to 50 mph.

Motorcycle Safety

6.27 After a major and sustained fall in casualty numbers from the early 1980s through to the mid 1990s, largely attributable to a corresponding fall in use, motorcycle accident numbers increased slightly in the early 2000s although recent casualty trends appear to be downward again. Users of all sizes of powered two wheel vehicles are disproportionately vulnerable to accidents and have a high average severity of injury, while users of larger machines have an especially high risk of severe injury. Motorcyclists account for 20% of road deaths nationally despite motorcycles comprising only one percent of traffic.

6.28 While the 16-24 age group has the highest risk of accident involvement, older riders suffer an appreciably higher proportion of high severity injuries. Nationally there is a problem with riders being injured by drivers who have not seen them, in particular while turning at junctions; in Oxfordshire 70% of motorcycle casualties occur at junctions.

6.29 Tackling motorcyclist casualties by standard road safety interventions is challenging. The accidents are typically dispersed on the network (this is especially true for high severity incidents) and so are less readily addressed by safety engineering measures which focus on accident cluster sites. Road safety education, training and publicity measures for motorcyclists need to take account of the motivations of riders, which in many cases will include the enjoyment of speed and an acceptance of some level of risk.

6.30 Motorcycles are more vulnerable to surface defects such as potholes and surface irregularities and, although accounting for ______Page 9 of 10 Chapter 6 - Road Safety

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______only a small proportion of the reported accidents, improved maintenance will particularly benefit motorcyclists. Glass stud type reflectors have been implicated in a small number of motorcycle skid accidents and, although a change in their pattern of use appears to have resolved this problem, the county council will continue to monitor closely all accidents reported to identify problem sites where remedial measures may be required.

6.31 Oxfordshire County Council has developed a county motorcycle strategy after extensive consultation with riders and partner agencies, to help address these issues by focusing resources. It considers the issues of information and communication, safety awareness and education, road conditions and facilities, and policy and planning.

6.32 Although motorcycle accident patterns are diverse, riders of larger machines do congregate in groups more than other road users. This provides an opportunity to meet them in order to promote safety and receive feedback, although it is recognised that proportionally fewer riders of commuter machines join such groups.

6.33 Safety awareness and education will be enhanced by running a pilot for free assessment rides for existing motorcyclists, establishing Operation Pit Stop (a safety event hosted by ourselves and the Police to establish trust and rapport with years 12 and 13 students who use motorcycles and mopeds) and by attending bike meetings to promote safety messages and training opportunities.

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Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______7. Improving Accessibility

Objective 4 - Improve accessibility to work, education and services

The core objective for accessibility is to allow people to access the services they need to fully participate in the activities of the county; this will bring benefits both in terms of reducing social exclusion and developing the economy of the county.

Policies

Policy AX1 Oxfordshire County Council will publish and keep up to date a separate Bus Services Funding Strategy, and develop and manage the Concessionary Fares Scheme in Oxfordshire.

Policy AX2 Oxfordshire County Council will work with partners and particular sections of the community to identify how access by public transport to employment and services, particularly healthcare and education, can be improved.

Policy AX3 Oxfordshire County Council will support the use of community transport and dial-a-ride services and encourage the use of taxis and private hire vehicles to meet local accessibility needs, including those of disabled people.

Policy AX4 Oxfordshire County Council will continue to allow the use of bus lanes by taxis and private hire vehicles.

Policy AX5 Oxfordshire County Council will manage the parking under its control to take into account the specific accessibility needs of local areas, including those of disabled people.

Policy AX6 Oxfordshire County Council will encourage the growing and inclusive use of the county’s waterways, and support appropriate opportunities for developing transport on the waterways network.

______Page 1 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______Accessibility Strategy

7.1 The term "accessibility" is used both to cover whether individuals, particularly those with mobility or sensory difficulties, can use transport services, and also the extent to which people in general can get to a range of services across an area using a range of modes. This chapter includes policies for both of these aspects of accessibility. Our strategy for improving accessibility includes:

∗ Improving the county's network of bus services ∗ Improving the county’s walking and cycling networks ∗ Ensuring that services people need, such as healthcare, are accessible to all, including people with disabilities ∗ Improving access to and use of the county's waterways and countryside

Bus Services

7.2 The policies for bus services in this chapter are clearly linked to and overlap with those outlined in Chapter 11 on Promoting Public Transport. Both these chapters need to be read together to gain a full picture of our activities in this area. In this chapter the emphasis is on minimising social exclusion due to lack of transport opportunities.

Duties and responsibilities

7.3 A consistent policy of promoting public transport over the past quarter century has created a culture of bus use in Oxfordshire which is second to none among English rural counties. Continuing promotion of bus use will be essential to meet the council’s objectives over the next two decades.

7.4 National legislation lays down what we, as transport authority, may and may not do in relation to subsidy for bus services. This is mainly set out in the Transport Act 1985, with some minor amendments introduced by the Transport Act 2000.

7.5 Bus operators are free to decide what commercial (unsubsidised) services to provide; we have no direct control over these services. Timetables for all bus services must be registered with the Traffic Commissioner – a Government appointee – who can ensure that services run to their registered timetable but cannot influence the timetable in the first place. Operators must give the Traffic Commissioner and the local transport authority at least eight ______Page 2 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______weeks notice of service introductions, withdrawals and timetable changes.

7.6 Oxfordshire County Council has a duty to arrange “such services as they consider it appropriate to secure” to meet public transport needs which are not met by commercially run services. We can subsidise these extra public transport services, but for at least three quarters of all subsidised bus services must invite competitive tenders and decide which tender to accept solely on the basis of securing “best value” for public funds.

7.7 A bus service can be arranged without tendering to meet an unexpected and urgent requirement (such as a commercial service withdrawn at eight weeks notice), but tenders must subsequently be invited.

Subsidy Policy

7.8 Oxfordshire County Council will publish and keep up to date a separate document outlining when we will support services that are not commercially viable, how those services will be monitored and managed, what level of service will be required and how services will be reviewed. The amount of support for non- commercial services is constrained by the funding that is available to us. In the short term we will be looking to see how the funding available can be used most effectively to provide for people's minimum access requirements within very tight financial limits. This raises some difficult and fundamental questions about how public transport services are to be delivered in the future.

Community Transport and Dial-a-Ride

7.9 Oxfordshire is a largely rural county. The dispersed and small nature of rural communities can leave many without access to conventional public transport and therefore with limited accessibility to services and healthcare. This is an ongoing challenge, particularly in areas of the county which cannot even support subsidised bus services. We will continue to work with our district partners and local communities to support community transport and dial-a-ride services to improve accessibility of services for rural communities.

7.10 Oxfordshire has a large number of community transport schemes in operation (some 60 community-led schemes were detailed in the 2010 “Directory of Community Transport Schemes in Oxfordshire” published by the Oxfordshire Rural Community ______Page 3 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______Council). These range ranging from car schemes whereby volunteers provide transport using their own cars, through to schemes providing shared minibuses to local groups, to schemes providing regular timetabled transport services similar to a conventional bus.

7.11 Most community transport schemes in Oxfordshire are self- financing, but rising costs and legislative requirements are becoming a burden for some. The rising age profile of the volunteers themselves is also of concern when contemplating some schemes’ sustainability. Where funding is available Oxfordshire County Council is prepared to offer support for community transport schemes in the form of grants.

7.12 Funding can take the form of ‘seed-corn’ start-up grants (whereby up to £1,000 to help set up a new community transport scheme can be made available). For pre-established schemes larger grants can be provided. Requests for funding will normally only be provided on an experimental one-year basis and the effectiveness assessed before any further grant commitment is entered into. Assessments will be made on a similar basis to that used to assess subsidy provision for conventional bus services.

7.13 In limited circumstances, capital grants may be made available to community transport schemes, for example to help with the purchase of new vehicles. Similarly, there may be circumstances when vehicles owned by the council can be made available to community transport groups. However, such capital grants are likely to be highly restricted, at least in the short to medium term.

7.14 We are keen to support volunteer co-ordinators who take telephone calls from clients and arrange transport to meet specific journey needs. We have explored the provision of stipend payments to such organisers, but this support is constrained by minimum wage legislation, and many smaller schemes will be reluctant to take on the administrative and constitutional burdens associated with becoming employers. We will continue to explore ways of supporting these key individuals who are the lynchpin of many community transport schemes.

7.15 Dial-a-Ride is a pre-bookable service available for people who are unable to use conventional public transport due to disability or mobility impairment. Drivers are trained in first aid and can help people in wheelchairs or with mobility problems. These are supported by Oxfordshire County Council and relevant the district councils and are available in most parts of the county. An ______Page 4 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______example is the Octabus (Oxfordshire Community Transport Accessible Bus) a door-to-door service for those living in Vale of White Horse, West Oxfordshire and Oxford.

Access to healthcare

7.16 It is important to ensure the best possible access to health facilities. However, the number of people travelling from any location to any specific health facility at a particular time is inevitably very low. It is thus rarely possible to justify a bus service purely for travel to a single health facility.

7.17 Because of low passenger numbers, and the limitations on the physical space available for buses on hospital sites, it is not normally possible to provide services for patients and visitors direct from outlying towns and villages to main hospitals. The objective will therefore be to ensure a frequent service between hospitals and the nearest town or city centre or other suitable point where connections can be made from further afield.

7.18 Research on accessibility to healthcare undertaken in 2005, and other more anecdotal evidence since, has indicated that perceived problems in getting to the hospitals by bus are often not due to alack of services but to inadequate information about those which are available. This is especially the case when an interchange is required; information on where to change, onward connections, tickets and other issues can be perceived as difficult to obtain.

7.19 Oxfordshire County Council therefore expects health providers to give a high priority to accessibility by existing public transport when making location decisions on health facilities. We expect providers themselves to make financial contributions towards any additional services necessitated by location decisions. We will work with healthcare providers to assist them with ensuring the best value for any funding which they make available.

7.20 In the longer-term there may also need to be a review of operational issues at the hospital, including the times at which staff are employed, and the arrangements for appointments. This relates to ensuring support for bus services throughout the day and encouraging a greater spread of general traffic travelling to and from the hospitals throughout the day which helps to mitigate congestion issues. A review of appointment times may also be useful to help improve accessibility to healthcare. An example of this may be scheduling appointments at times when there is good ______Page 5 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______public transport access for those people that do not have access to a private car.

7.21 The partnership working undertaken so far with the health sector has focused on the Headington area because of the high concentration of health facilities in that area. We aim to build on the principles of joint working being established in this area to look more widely at access to health throughout the county; this will help the development of joint policies on the location of, transport to, and information about social and healthcare facilities.

Partnership Working

7.22 The county council supports bus provision in a number of ways other than for general services. This includes special transport service for journeys to school and social and healthcare journeys. The health service also provides parallel transport services for some people to access their services. There is scope for looking at these different services in an integrated fashion to see if there are opportunities to provide a more cost effective service. There are contractual and legal barriers which would need to be overcome, so this may be a medium-term rather than a short-term ambition, but there could be significant benefits to be gained from a system based on individual choice rather than the current universal service.

Walking and cycling

7.23 Oxfordshire County Council will continue to seek opportunities for improving the county’s walking and cycling network to ensure people have more choice over which modes they can use to access the services they need. To achieve this we will develop the county’s walking and cycle route networks by providing new and improved facilities for pedestrians and cyclists while working to improve the connectivity of these networks to local centres and services. This is detailed within our Walking and Cycling Strategy in Chapter 12.

Disability

7.24 It is estimated that one in four people in the UK either has a disability or is close to someone who has. Although less than five percent of disabled people use a wheelchair, over fifteen million people in the UK have “hidden” disabilities such as sensory

______Page 6 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______difficulties, cognitive impairments and mental health issues. There are also temporary disabilities such as having a broken leg.

7.25 Oxfordshire County Council has wide ranging responsibilities for improving access for people with disabilities. In close consultation with representative individuals, groups and disability and equality advisers, it aims to ensure that footway provision, parking, bus stops and other highway measures take full account of the needs of all people irrespective of movement or sensory ability. We work closely with bus and rail operators and assist taxi operators to encourage the best and most integrated provision of public transport services and infrastructure.

7.26 Measures to assist people with disabilities will also benefit other users, such as people with pushchairs, shoppers, older people and the young. This is the case with wheelchair spaces on buses and trains, and with some of the multi-user trails developed, e.g. parts of the National Cycle Network.

Inclusive transport

7.27 As the population of Oxfordshire ages, so the proportion and number of people with some kind of disability is also projected to increase. The move towards enabling more disabled and older people to live independently rather than in residential care homes will require a more inclusive transport system. Many disabled and elderly people are assisted by carers whose interests also need to be taken into account.

7.28 The provision and management of parking are important in enabling people to access their homes, places of work and education, shops and other facilities. In many areas the demand for parking exceeds the space available and it is necessary to prioritise between local residents and commuters or between customers and employees. Pricing policies and restrictions to on- street parking can also help to maintain accessibility by other modes of transport than the car, protecting the interests of pedestrians, cyclists, bus users and motorcyclists.

7.29 Parking policy is particularly important for disabled people, whether as drivers needing priority parking places, as users of the footway where obstruction by inappropriately parked vehicles is a hazard or as bus users needing close and level access onto the bus which can be impeded by parking at bus stops. Oxfordshire County Council will enforce parking regulations where it can do this effectively and encourage its district partners to do the same. ______Page 7 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______Oxfordshire County Council will also ensure that its parking restrictions are as easy to enforce as possible.

Principles of consultation

7.30 In order to address these challenges, Oxfordshire County Council will follow two important principles on all schemes. The first of these is that consultation with disabled people and their representatives should take place from the earliest stage in the development of schemes and initiatives before any details have been determined. The second principle is that Oxfordshire County Council should secure high level disability awareness training for all appropriate staff in order that scheme designers can have greater empathy for the needs of disabled people.

7.31 It is important to address the way facilities reserved for disabled people are managed so that the benefits of their provision are not eroded in practice. This includes inappropriate use of disabled parking bays, parking at bus stops that prevent buses from pulling in next to the kerb, and parking on the footway.

Scheme development

7.32 When planning new schemes and improvements to existing facilities, we will consult local access groups, with Transport For All (the independent but council-funded body representing disabled and mobility-impaired people throughout Oxfordshire in relation to transport issues) and with the Oxfordshire disability organisation Unlimited. We will also, when necessary, seek expert advice to ensure that the final outcome is a satisfactory and useable facility for everyone. We will prioritise the provision of the following features to help disabled people move around the built environment safely and independently. These include:

∗ Level or flush crossing points (dropped kerbs) ∗ Tactile paving surfaces ∗ Raised kerbs at bus stops ∗ Signalised crossings (including rotating cone devices) ∗ Colour/tonal contrasted marking of street furniture and railings ∗ Segregation between pedestrian and cycle facilities where appropriate ∗ Accessible information provision ∗ Accessible walks ∗ Parking facilities ______Page 8 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______∗ Real time information ∗ Bus driver disability awareness training ∗ Inclusive bus stop infrastructure

7.33 New approaches to the street environment also have major implications for people with disabilities. These include the concept of “shared space” where motorists, pedestrians and cyclists share the highway without the traditional distinction between the road and the footway with their respective priority for different classes of user. The aim is for pedestrians and motorists to “negotiate” the space, showing consideration for each other.

7.34 This can benefit wheelchair users, giving them more of the freedom that those able to walk can enjoy. However, shared space and particularly shared surfaces can present problems for blind and partially sighted people, who can not make eye contact with motorists and who often rely on kerbs and separate footways to navigate through the street environment; some people with learning difficulties can also be adversely affected. All of these factors will be taken into account when shared space solutions are being considered for any improvement.

7.35 Many disabled people have long experience of poor access to places, whether to buildings such as bus or rail stations, to streets and footways or to vehicles. This may be due to poor physical access or they may have encountered unhelpful and even hostile attitudes from other people. In addition to making the transport system more accessible and inclusive, it is also important that OCC encourages and supports people with various disabilities to make use of accessible facilities. This support could take the form of promotional activity, practical help and advice and even "travel buddy" schemes where people can be accompanied when trying out a new journey for the first time.

Taxi and Private Hire Vehicles

7.36 Taxis and private hire vehicles play a dual role in the overall transport mix. While they are often substitutes for private cars they complement public transport allowing access to services outside the bus network or at times when no buses are available.

7.37 Hackney carriages are licensed to pick up passengers off the street who hail for their service. Private hire vehicles must be pre- booked prior to travel. Private hire vehicles are often less distinguishable from general traffic than hackney carriages.

______Page 9 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______Current Situation

7.38 Over the last ten years the number of licensed hackney carriage and private hire vehicles has risen across four of Oxfordshire’s five districts. The Vale of White Horse alone has had a reduction in the number of private hire vehicle licences since 2001.

7.39 Oxfordshire’s five district councils are responsible for licensing hackney carriage and private hire vehicles, driver licensing and providing taxi ranks. Each of the district councils has in place their own local policies for hackney carriage and private hire vehicle drivers, vehicles and operators.

7.40 It is likely that the number of licensed hackney carriages and private hire vehicles in Oxfordshire will rise steadily in the next twenty years. Areas that are anticipating future growth such as Bicester, Didcot and Wantage/Grove may experience a greater increase in taxis and private hire vehicles given the high number of new houses planned for these towns.

Taxibus Services

7.41 Oxfordshire County Council will continue to consider opportunities for improving bus-rail connections whenever subsidised bus services in an area served by a rail station are under review, however, the provision is subject to affordability. Providing a bespoke taxibus is generally a very high cost option and services to rail stations are more likely to be provided by amendment of services also catering for local needs.

7.42 A taxibus service, funded by Chiltern Railways, operates in Bicester. This provides a timetabled service to Bicester North Station to connect with trains to London Marylebone during the morning and late afternoon peak period. The Cotswold Line Railbus also operates a timetable at peak times and as a demand responsive taxibus service during the off-peak linking the villages of Leafield, Ramsden and Finstock with Charlbury Station.

Challenges

7.43 Congestion and air pollution - taxis and private hire vehicles can have a role in reducing private car journeys and thus road congestion. However, they can create more trips particularly when undertaking ‘dead- runs’ when driving to pick up a passenger and returning back to taxi ranks and offices. These additional trips can consequently add to traffic congestion issues. ______Page 10 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______An increase in the number of licensed hackney carriages and private hire vehicles will give rise to more vehicle movements. Oxfordshire County Council will work with the licensing authorities to encourage the adoption of lower emission and lower carbon vehicles, especially in areas with identified air quality problems.

7.44 Potential strains on taxi rank provision - future availability of road space for taxi ranks may become an issue for hackney carriages and licensing authorities, particularly within Oxford. Lack of rank space can lead to overspill problems with hackney carriages and potential civil parking offences. At the same time it can create a competitive disadvantage for hackney carriages against private hire vehicles. Oxfordshire County Council will work with the licensing authorities to better match supply with demand to address any issues that arise from overspill from taxi ranks.

7.45 Conflicts with cyclists in bus priority lanes - the use of bus lanes by taxis and private hire vehicles can cause some conflicts with cyclists through intimidation and perceived risk, especially when taxis attempt to overtake cyclists. Taxis and private hire vehicles are narrower than buses and so drivers may be more tempted to overtake cyclists however this can lead to cyclists being squeezed against the kerb. Many bus lanes in Oxford are of the minimum authorised width.

7.46 Disabled Access - Taxis are often an important link for people with mobility and sensory disabilities who find it difficult to use conventional public transport. We will encourage the licensing authorities to ensure that fully accessible vehicles are available, and that drivers take part in disability awareness training.

Waterways network

7.47 Although important for leisure and tourism, the direct use of waterways for mainstream transport activities is, and is likely to remain, limited. However the towpaths which run alongside the waterways can play an important role in the overall rights of way network for the area and, particularly where waterways run through towns, can act as attractive alternative for motorised travel.

7.48 Oxfordshire features two main navigable waterways, the River Thames and the Oxford Canal. Waterways are recognised in national planning policy guidance (e.g. PPG 13) as important resources for nature conservation, transport, sport and recreation.

______Page 11 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______7.49 The Oxford Canal extends approximately 77 miles, linking Oxford with Coventry, via Banbury and Rugby. The canal joins onto the River Thames in Oxford. The Thames passes through and around several Oxfordshire towns and villages, including Oxford, Abingdon, Goring-on-Thames, Wallingford and Henley-on-Thames.

7.50 Over the life of this Plan the Wilts & Berks Canal Trust is likely to restore significant stretches of the Wilts & Berks Canal in the Vale of White Horse and in neighbouring Wiltshire and also sections of the North Wiltshire Canal in Wiltshire and Gloucestershire. Similarly, the Cotswold Canals Trust is likely to complete a large amount of restoration on significant sections of the Thames & Severn Canal which connects the Thames close to the boundary with Oxfordshire.

7.51 The Oxford Canal is also popular with pedestrians who use the towpath for routine journeys and for leisure and recreational purposes and this use is expected to rise steadily over the next 20 years.

7.52 Most towpaths and adjoining public rights of way links are unlit and unattractive to many users at night. Installing lighting on these networks would, in most cases, bring intrusive visual impact to the waterside and surrounding natural environment, therefore such installation are likely to be infrequent. This is likely to remain the case over the life of this Plan.

7.53 Physical availability of waterway infrastructure, particularly towpaths, banks, bridges and public rights of way remain an ongoing challenge. The nature of these networks and their location make them susceptible to interventions which can limit their availability to users. Future impacts of climate change are likely to exacerbate such issues around the network.

7.54 The shared use of towpaths by anglers, moored craft and other stationary users with cyclists, walkers and equestrians can create conflicts within and between these groups. Fishing rods, mooring pegs and other items on the path may represent hazards to all type of users. Vulnerable pedestrians such as the elderly and those with visual impairments may be anxious over the proximity of these items plus horses and fast moving cyclists. Likewise, cyclists can be caught off guard by the presence of pedestrians or horses and so may need to carry out sharp manoeuvres to pass by safely. Horses too, can become distressed by the presence of pedestrians, dogs and highly visible cyclists, which in turn may cause potentially hazardous reactions that could endanger the ______Page 12 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______rider and other pathway users.

7.55 Much of Oxfordshire's canal estate, including supporting infrastructure and buildings, date back over 200 years and are a key component in the region and country's industrial heritage. Protecting this heritage, while also allowing for its enjoyment from a recreational and tourism perspective, along with encouraging commercial and residential development as part of wider regeneration efforts is an ongoing challenge. Oxfordshire County Council and its waterway partners will need to strike a balance between the conservation and restoration of waterway heritage and optimising its tourism and regeneration potential.

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______Page 14 of 14 Chapter 7 - Accessibility.doc Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______8. Supporting Development

Objective 5 – Enabling development through securing infrastructure and services

The core objective is to ensure that new developments contribute to the social and economic wellbeing of the county without creating environmental problems and, wherever possible, that they contribute to developing a more fully integrated county.

Policies

Policy SD1 Oxfordshire County Council will seek to ensure that: i. the location and layout of new developments minimise the need for travel and can be served by high quality public transport, cycling and walking facilities; ii. developers promote sustainable travel for all journeys associated with new development, especially those to work and education, and; iii. the traffic from new development can be accommodated safely and efficiently on the transport network.

Policy SD2 Oxfordshire County Council will: i. secure contributions from new developments towards improvements for all modes of transport. This can be financial contributions or direct works for the mitigation of adverse transport impacts in the immediate locality and/or wider area improvements; ii. ensure that all infrastructure associated with the developments is provided to appropriate design standards; iii. set local routeing agreements to protect environmentally sensitive locations from traffic generated by new developments, and; iv. normally seek commuted sums towards the long term operation and maintenance of facilities, services and infrastructure.

Policy SD3 Oxfordshire County Council will support the development of air travel services and facilities which contribute to the

______Page 1 of 8 Chapter 8 – Supporting Development

Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______economic development of the county unless they have unacceptable transport or environmental impacts or discourage making the best use of existing capacity.

Transport infrastructure and services

8.1 The amount of development planned across Oxfordshire will have a major impact on the transport network at a local and countywide level. Oxfordshire County Council will work with partners to enable growth and ensure that the trips generated do not cause problems for the local economy, residents, transport networks or the environment. This will entail decisions on the location and layout of new development, and connections to and from the existing transport network. We will do this in partnership with district councils and developers through the preparation of local development frameworks and decisions on planning applications. We will also be looking to develop integrated transport networks for both existing and new parts of the settlements.

8.2 All the policies set out in this document apply equally to new developments as part of the planning process. The assessment and design of new developments also plays a large part in determining the amount and choice of mode of travel, and ultimately to inform and encourage more sustainable means of travel.

8.3 During the plan period we will work in partnership with the district councils to ensure that new development:

∗ Is located in accordance with the relevant spatial policies; ∗ Has a minimal adverse impact on the existing highway network by providing appropriate highway mitigation works; ∗ Contributes to improvements to the transport network and services, either for better management of existing infrastructure and services or for the provision of new facilities; ∗ Has a travel plan covering, amongst other things, proposals for lower traffic generation and the promotion of more sustainable travel modes; ∗ Is designed to encourage and support the increased use of sustainable means of transport; ∗ Does not impose undue stress on ongoing maintenance revenue costs; and ∗ In terms of the transport and highway elements complies with current regional, national and local policy guidance, is designed to modern contemporary design standards, and built to the Council’s specifications. ______Page 2 of 8 Chapter 8 – Supporting Development

Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______Figure 8.1 Planned housing development in Oxfordshire

8.4 To ensure that new developments meet our requirements we will normally expect the following documents to accompany a planning application:

∗ A Transport Assessment, prepared by the applicant, to set out the transport issues relating to a proposed development. It identifies what measures will be taken to deal with the ______Page 3 of 8 Chapter 8 – Supporting Development

Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______anticipated transport impacts of a proposed development and improve accessibility and safety for all modes of travel - particularly for walking, cycling and public transport. The assessment will be used to determine whether the impact of the development is acceptable. ∗ Larger developments will be required to prepare a Travel Plan to promote sustainable travel. ∗ For smaller developments, or those with lesser impact, a simpler Transport Statement and Travel Plan Statement will suffice. ∗ In particularly sensitive locations, such as Air Quality Management Areas, the environmental impacts of the traffic generated by the development will need to be addressed in a separate Environmental Statement or included in the Transport Assessment. A detailed assessment of air quality and noise impact may be required. ∗ Where the development will generate a significant increase in lorry movements through the construction or operational period, the applicant should provide information of routeing arrangements to avoid sensitive locations such as villages and residential areas. This may lead to a formal routeing agreement being signed.

We will set out the threshold values for developers to produce a transport statement, transport assessment, travel plan or travel plan statement and also describe the process and full requirements.

8.5 Oxfordshire County Council publishes additional transport policies and guidance for new developments and how to deliver changes to the existing network and services by direct actions or financial contributions. These include:

∗ Guidance on Transport Assessments and Travel Plans ∗ The Residential Roads Design Guide (including car parking requirements) ∗ The Oxfordshire Bus Stop Infrastructure Design Guide ∗ A Lorry Route Map to guide hauliers as to the best routes to use.

We will produce other detailed guidance to support developers on delivering high quality transport infrastructure and services to meet our overarching policies. These will include detailed improvement scheme lists for settlements, a developer contribution strategy and specifications of the design and materials to be used on the highway or to be adopted ______Page 4 of 8 Chapter 8 – Supporting Development

Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______by the County Council as public highway. These and other additional guides will be kept up-to-date and are available on the Council’s web site.

8.6 If new developments would undermine the efficient, effective or safe operation of the transport network highway Oxfordshire County Council will expect the developer to remedy any identified impact. This can be either through their carrying out remedial works themselves or by making an appropriate contribution to allow this work to be done by us.

8.7 Where the cumulative impact of a number of developments in an area over the plan period will require improvements to transport infrastructure and services, all developments will be expected to make a contribution towards the wider improvements. The contribution from each development will be in line with the proportion of the whole generation of traffic in an area which each development will result in. Such a contribution will be additional to any works or contributions which are aimed at resolving any particular problems caused by the development alone in its local area.

8.8 Good public transport is essential in providing sustainable new developments, to provide access for all and minimise the impact on the environment and the road network. Where the existing public transport is inadequate we expect developers either to secure the services in agreement with us, or to provide funding for them. This will normally be required until they reach a point where they are commercially viable and can operate without subsidy.

8.9 Our aim is that most new development in Oxfordshire will be located in Oxford, towns and villages where they can be served by existing high quality bus services, especially the commercial Premium Routes network. Developers will need to design developments to positively promote the use of attractive and welcoming public transport and provide robust and enforceable travel plans to encourage the use of public transport rather than private vehicles.

Air travel

8.10 In the UK civilian air travel is regulated by the Civil Aviation Authority, while actual air space is managed by air traffic control bodies such as the National Air Traffic Service and Ministry of Defence). We will work with aviation bodies in responding to relevant aviation issues.

8.11 Oxfordshire has no major civil airport. London Oxford Airport is currently

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Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______mainly used for private and executive flying. RAF Brize Norton is the busiest military air base in the UK and will expand further in the next few years; RAF Benson is a major air base for military helicopters.

8.12 Oxfordshire County Council’s position on air travel is:

∗ Future air travel growth in the South East should be concentrated at more established major airports in the region. ∗ To work closely with district councils and aviation organisations to ensure that effective measures are in place to minimise any noise nuisance produced from aviation activities. ∗ To encourage aviation operators to instigate measures to reduce airborne pollutants, including carbon. ∗ To support practices and regulatory standards that minimise the load placed on the natural landscape and local wildlife from air travel activities. ∗ To encourage the better integration of air facilities within their natural rural settings, while safeguarding Green Belt, natural landscapes and promoting the development of rich and varied habits. ∗ To support the use of sustainable surface transport modes to access to airports both within and outside of the county and to work with public transport providers to enhance existing services. ∗ That airfield and airport operators should make the best use of their current site and runway capacity before considering expansion. Where there is future intensification of air travel activity within this existing capacity, we will seek to liaise with operators and district councils to address the needs and mitigate the impacts associated with the increased activity. ∗ That we expect the Ministry of Defence to fund any highway improvements that may be required to accommodate the increase in activity at any existing or new airfield including RAF Brize Norton.

8.13 The development of air facilities in Oxfordshire would present opportunities for economic growth in the county. However, should there be any expansion then the development of supporting infrastructure, facilities (e.g. car parking) and commercial developments (e.g. office buildings and business parks) on and in proximity to airport sites will bring added pressures in the local area. In considering proposals for the development of air facilities the following factors will be considered in addition to the potential economic benefits.

∗ Carbon emissions - Carbon emissions produced from aircraft ______Page 6 of 8 Chapter 8 – Supporting Development

Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______together with emissions from air facilities themselves will continue to be an issue for the county and wider environment. Aircraft produce more CO2 per mile travelled than most surface modes (excluding large car models) especially on domestic and short distance trips. ∗ Local air quality impacts - The release of particulates and other airborne pollutants such as nitrogen oxide and carbon monoxide from aircraft and vehicles on an airfield site can bring about negative impacts to local air quality. ∗ Aircraft noise nuisance - Noise generated by aircraft and helicopter engines during landings, take offs, low flying activities and while on the ground is a nuisance to those living along flight paths for airfields within Oxfordshire and other major airports. For example, noise generated by aircraft on London Heathrow’s approach and ascent flight paths affects settlements in South Oxfordshire. An increase in passenger demand and aircraft movements will present future challenges in managing and mitigating noise impacts. ∗ Impacts on local landscape and wildlife - Both aircraft and airfield ground operations impose a number of environmental impacts on the surrounding landscape and damage wildlife habitats. Liquid pollutants produced at airport sites from aircraft refuelling, de-icing and cleaning can enter water sources and, if unchecked, threaten amphibian and fish species and other wildlife. Moreover, the air, visual and noise pollution created by air travel operations can disturb wildlife and bring blight on the character of the local landscape. ∗ Congestion on the local road networks - Trips generated by airports and airfields can contribute to existing road congestion or create new issues on the surrounding road network. The largely rural nature of Oxfordshire’s air facilities means that private road vehicles are likely to remain the preferred mode for surface access. ∗ Surface access - Oxford is linked to a number of nearby major airports outside of Oxfordshire by frequent public transport services: there are frequent coach services to Heathrow and Gatwick and rail services to Birmingham airport. Less frequent services connect to Stansted and Luton by coach and Southampton airport by rail. Other parts of the county are less well served and it is likely that road travel provides the major form of access from these areas. We would support moves to promote a better rail connection to Heathrow from the west and direct rail services to Gatwick from the midlands and south west, and connections from the county to destinations such as Luton

______Page 7 of 8 Chapter 8 – Supporting Development

Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______Airport as part of a regional coach network strategy. Increased travel from other regional airports would be likely to produce more road traffic as these are unlikely to be able to support dedicated public transport connections from Oxfordshire.

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Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______

9. Carbon Reduction

Objective 6 - Reduce carbon emissions from transport

Our core objective for carbon dioxide reduction is principally focused on encouraging trips to either not be made, or to be made by less carbon intensive transport modes. Our policies to reduce congestion (outlined in Chapter 5) and promoting public transport, walking and cycling (Chapters 11 and 12) will also have an impact on meeting this objective.

Policies

Policy CBR1 Oxfordshire County Council will work with local communities and employers to promote sustainable travel for journeys to work, education, health and other facilities.

Policy CBR2 Oxfordshire County Council will promote the use of low carbon forms of transport and associated infrastructure.

Policy CBR3 Oxfordshire County Council will work to reduce the carbon footprint of its operation of the transport network.

Carbon Reduction Strategy

9.1 Our strategy for carbon reduction includes:

∗ promotion of modal switch by encouraging low and non- carbon travel; ∗ the continued promotion and development of travel planning and actions to influence travel choice; ∗ providing for low and zero carbon vehicles.

In addition to this there are some actions which can reduce the overall amount of travel but which are not transport activities. These include the use of the planning system to reduce the need to travel or to promote the substituting of trips by "virtual journeys"

______Page 1 of 10 Chapter 9 – Carbon Reduction Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______such as on-line shopping or e-commuting.

9.2 The UK Climate Impacts Programme’s prediction is that Oxfordshire’s temperature increase by 2050 is unlikely to be less than one to two degrees. One of the main conclusions of the Stern Report on the economic impacts of climate change is that the benefits of strong, early action on climate change considerably outweigh the costs. It proposes that one percent of the annual Gross Domestic Product (GDP) needs to be invested in order to avoid the worst effects of climate change, and that failure to do so could risk global GDP being up to 20 percent lower than it otherwise might be. The major actions on reducing carbon emissions are likely to be taken at the national and international level. This chapter considers the smaller contribution that can be achieved through local actions.

Encouraging alternative modes

9.3 An effective policy on the street environment and public realm (as set out in Chapter 10) can make a contribution to combating climate change by reducing traffic and favouring smarter choice options such as walking, cycling and public transport.

9.4 Most vehicles emit carbon dioxide. The amount emitted depends on the type of vehicle used and how that vehicle is driven. In a French study, the average emissions per person kilometre of different vehicle types were shown to be:

CO2 emissions Mode (g/km per person) 0 Walking/cycles 20 Train/tram 65 Moped 80 Bus 85 125cc motorcycles 115 Car (unleaded fuel)* 115 400cc motorcycle 133 Car (diesel fuel)* 160 Large displacement motorcycle 205 Sports Utility Vehicles (4x4) 230 Small truck (less than 3.5 tonnes) diesel (* there is considerable current debate at the moment about the relative value of petrol versus diesel in carbon dioxide terms. The high relative value of diesel in this table is probably due to diesel cars being larger on average than petrol driven ones) ______Page 2 of 10 Chapter 9 – Carbon Reduction Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______

9.5 Walking and cycling are virtually carbon-free forms of transport and encouraging and trips made by these modes rather than by private vehicles will contribute to reducing the carbon emissions from transport in Oxfordshire. Our strategy for promoting these modes is set out in Chapter 12 and will have a major role to play in local carbon reduction.

9.6 Public transport is usually less carbon intensive than private travel, particularly when dealing with large flows along particular corridors. The policies in Chapter 11 on promoting public transport will therefore also play a part in carbon reduction.

9.7 Powered two wheeled vehicles have a mixed carbon impact. Smaller mopeds produce fewer emissions than that for buses per passenger whilst larger ones give emissions equivalent to a car or, in the case of the largest motorcycles, a 4x4. While their impact is very different, these powered two wheelers are all in the same class for traffic regulation. It is not therefore considered appropriate to favour powered two wheelers in carbon reduction terms.

9.8 Traffic management can help to reduce carbon emissions by promoting smother traffic flow and reducing excessive speeds which use more carbon. We will investigate means to promote ecological driving techniques.

9.9 The planning system can play a major role in the encouragement of walking and cycling in new developments by encouraging developers to use designs where the most common journeys are shorter than might otherwise be the case and by providing convenient routes for pedestrians and cyclists between origins and destinations of trips.

9.10 Apart from traditional transport schemes, there are a number of other initiatives which can be used to reduce carbon emissions from travel:

∗ telecommuting, where people work at home or at local "hubs" instead of commuting, can reduce overall mileage although there is some evidence that longer peak time commuting trips may be replaced in part by shorter local trips during the day; ∗ car clubs - these reduce the need for individuals to own their own car and have been claimed to reduce members' annual mileage, although other studies have shown an ______Page 3 of 10 Chapter 9 – Carbon Reduction Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______increase in demand for larger cars; and ∗ car sharing - schemes to encourage car sharing canreduce trips, particularly for commuting (Oxfordshire County Council launched a website to match potential car sharers in August 2010).

9.8 It is likely that over the course of the Plan there will be increasing opportunities to substitute travel with other ways of conducting business. The internet can replace shopping trips with internet shopping and deliveries, commuting trips with working at home and journeys made at work with teleconferencing.

Travel Planning

9.9 Travel planning is a process where, by a combination of education, promotion, physical measures and incentives, people are encouraged to change their travel habits to ones which cause fewer environmental problems. Usually travel planning involves the production of a travel plan; it is generating changes in travel behaviour that is important, however, not the production of a plan.

9.10 Travel planning has been a component of Oxfordshire County Council's transport planning approach for many years. In addition to meeting the statutory requirement for travel plans to be prepared for new housing and commercial developments, the focus over the first two Local Transport Plans has been in developing school travel plans in response to the national Travel to School Initiative. Our future focus will also include working with businesses to reduce car commuting and promote more efficient car use for journeys related to work.

School Travel Planning

9.11 A school travel plan is a document produced and adopted by a school which includes measures and initiatives to increase levels of walking, cycling and coach/bus travel as appropriate, in order to bring about improved health and greater independence and helping toward the wider goal of reducing peak time congestion. Plans identify barriers to safe and sustainable travel together with potential areas where investment or supporting measures, such as educating pupils about road safety skills, can help deliver the desired outcomes.

9.12 Oxfordshire’s level of car use on school journeys is one of the

______Page 4 of 10 Chapter 9 – Carbon Reduction Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______lowest in the South East and below that of most comparable shire authorities nationally. The results of school travel planning have varied widely; the most successful schools are those with a clear and enthusiastic commitment to reducing car use.

9.13 Distance to school is a key factor affecting how pupils travel. The extension of parental choice, moves towards centralised childcare and larger schools will all tend to increase the distances travelled to school sites. It is therefore important that new housing, wherever possible, is located within walking or cycling distance of schools sites and that safe routes are provided.

9.14 We will work with schools to follow up on the review of their Travel Plans with actions which will have a real impact on encouraging sustainable travel. Priority will be given to schools around congested parts of the network where there is the best chance to make significant improvements.

Workplace Travel Planning

9.15 Workplaces are second only to schools as an established focus for travel planning, although school travel plans have received most of the time, attention and resources to date in the UK and elsewhere.

9.16 Measures for workplace travel planning include:

∗ working with organisations and businesses particularly in areas identified as important to Oxfordshire's economic prosperity; and ∗ providing advice to organisations and businesses on reducing car trips and on travel plan production, implementation and management, when appropriate.

9.17 A workplace travel plan needs to take account of the particular circumstances of the location, workforce and nature of business to develop a realistic and reasonable programme for trip reduction. Some workplace travel plans use sophisticated and extensive surveys of travel patterns or motivations and address both travel at work and travel to work. Typical outcomes could be:

∗ new public bus or rail services linking to the site; ∗ dedicated 'work buses' shuttling between the site and the town centre;

______Page 5 of 10 Chapter 9 – Carbon Reduction Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______∗ giving all staff public transport information; ∗ offering personalised journey plans to staff; ∗ interest-free season ticket loans; ∗ special deals to reduce the cost of bus and rail travel for employees; ∗ flexible working hours and conditions; ∗ secure cycle parking; ∗ changing facilities, showers and lockers; ∗ business cycle mileage allowance; ∗ car share, lift share and car club schemes; ∗ preferential car parking for sharers; ∗ parking 'cash out' (paying employees a small sum on days they do not drive); ∗ car parking availability reduced or restricted; ∗ parking charges; ∗ services on site to reduce the need to travel; ∗ encouraging teleworking; and ∗ variations on the five-day week e.g. compressed working hours.

9.18 The most recent comprehensive data about how people travel to work in Oxfordshire come from the 2001 census:

Mode (% of people in Cher- South West Oxon Oxford VOWH employment) well Oxon Oxon Total Walk 10.6 14.7 8.8 8.3 8.5 10.2 Cycle 3.9 14.9 3.8 6.7 4.9 6.7 Bus 4.9 16.3 2.7 5.1 4.6 6.7 Train 1.7 1.8 4.3 1.8 1.5 2.3 Car (as driver) 60.9 37.7 61.9 60.2 61.7 56.6 Car (as passenger) 6.6 4.2 4.9 5.4 5.7 5.4 Motorcycle 1.0 1.1 1.1 1.3 0.9 1.1 Work at home 9.7 8.4 11.8 10.4 11.5 10.3 Other 0.7 0.9 0.7 0.8 0.7 0.7

9.19 These data suggest that, except in Oxford, car use on the journey to work is high and offers potential to work with employers to reduce it; levels of cycling and walking to work are already high compared with other parts of the UK, although mostly as a result of the levels found in Oxford. It is considered likely that approaches targeted towards larger businesses located in the major towns will offer the best balance between effort and return.

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Residential Travel Planning

9.20 Residential travel planning is a package of measures designed to reduce car use originating from housing areas by supporting alternative forms of transport and reducing the need to travel in the first place.

9.21 Residential travel planning begins with the siting of new housing as well as the design of the built environment. It is therefore a mixture of personal travel planning, developer guidance, conditions on planning permissions and land use strategy. Distance is the fundamental factor determining choice of travel mode: if housing is further from workplaces, schools, shopping or public transport then more car journeys will be more likely. Improved infrastructure, services and travel planning co-ordination can reduce the likelihood that journeys will be made by car but will not totally compensate for longer journey distances. The design of the built environment can facilitate or hinder direct access by walking cycling and public transport. No amount of promotion of active modes will be likely to overcome serious flaws in the built environment.

9.22 Aspects of residential travel planning could include:

∗ influencing the design and location of major new residential developments, to maximise walking, cycling and bus use and minimising the need to travel by car; ∗ influencing travel plans written by developers to help them deliver low carbon/low car outcomes; ∗ developing and implementing personalised travel planning approaches; ∗ developing and introducing more sophisticated measurement techniques to capture changes in journey patterns, including travel diaries, trip counts and destination surveys; and ∗ promoting low carbon travel.

Personal travel planning

9.23 Personal travel planning is a targeted marketing technique, providing travel advice and information to people based on an understanding of their personal trip patterns and needs. The techniques can be targeted at specific areas and are likely to be most effective where alternatives to car travel are already good,

______Page 7 of 10 Chapter 9 – Carbon Reduction Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______or immediately following major improvements.

Providing for low and zero carbon vehicles

9.24 The UK does not perform well in terms of the average carbon emissions of cars purchased here, currently ranked 16th in Europe. Although modern engines are more fuel efficient, this has been partly offset by the choice of larger and more powerful cars that now weigh on average 30% more than in 1970. The UK does have a graduated vehicle excise duty which provides some incentive to choose more efficient vehicles and the European Union has targets for reducing average car carbon emissions. The composition of the local vehicle fleet is more easily influenced by national and European measures than by local transport policy.

9.25 Some local authorities have sought to encourage cars with lower carbon emissions through differential car parking charges that favour more fuel efficient vehicles and penalise those with high carbon emissions but these attempts have proved controversial and are in any case less effective than Vehicle Excise Duty which applies to all UK vehicles regardless of where they are parked. It is likely that electric and/or hybrid vehicles will play a wider role in transport through the period of the LTP.

9.26 One option which could be pursued would be to provide a network of refuelling points for vehicles using alternative fuels (such as lpg or bio-fuel) or recharging points for electric vehicles. However, there are concerns about how sustainable bio-fuels are, particularly those imported from developing countries where the plantations displace food crops or forest causing major social and environmental problems. Unless it becomes clear that any new bio-fuel was likely to be widely used and durable then it would be questionable to invest public funds in its distribution.

9.27 For electric vehicles the impact on carbon emissions would depend on the mix of power stations generating the electricity. However, providing the national power mix was suitably low carbon then this would be one way of reducing the carbon intensity of travel. Electric vehicles are effectively zero emission at point of use, meaning that they would bring local air quality as well as carbon reduction benefits. Charging points could be considered in partnership with the private sector, particularly if charging points are also introduced in adjacent local authority areas. If opportunities arise, then we will work with the other district councils to identify suitable locations for public charging points. ______Page 8 of 10 Chapter 9 – Carbon Reduction Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______9.28 Oxfordshire County Council will continue to work with bus operators and hauliers to encourage them to reduce the carbon emissions from their vehicles by the use of newer, more fuel efficient and lower carbon emitting vehicles and forms of operation and may consider introducing forms of regulation for less efficient vehicles if sufficient progress is not forthcoming. While the principal aim of low emission zones is to remove emission of other pollutants such as nitrogen dioxide there would be likely to be benefits in terms of promoting more efficient and lower carbon emission vehicles.

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10. Reducing the Environmental Impact of Travel

Objective 7 - Improve air quality, reduce other environmental impacts and enhance the street environment

Our core objective for the environment is to ensure that transport contributes to improvements in the attractiveness and environmental quality of the county and that this is taken into account in decisions on economic development of the county.

Policies

Policy RE1 Oxfordshire County Council will work to reduce the environmental impact of its operation of the transport network and promote the use of less environmentally damaging forms of transport, particularly in Areas of Outstanding Natural Beauty and Conservation Areas.

Policy RE2 Oxfordshire County Council will ensure that the operation of the transport network balances the protection of the local environment with efficient and effective access for freight and distribution.

Policy RE3 Oxfordshire County Council will work with partners to improve the public realm and de-clutter the street environment.

Policy RE4 Oxfordshire County Council will take into account the needs of vulnerable users, including people with disabilities, in the design of public realm improvement schemes.

10.1 Our strategy for meeting these objectives includes:

∗ developing air quality action plans and low emission strategies, in conjunction with district councils, to deal with areas where air quality problems have been identified; ______Page 1 of 12 Chapter 10 – Reducing the Environmental Impact of Travel Oxfordshire Local Transport Plan 2011 – 2030 April 2011

∗ implementing strategies to address noise, vibration and other impacts, in conjunction with district councils, where appropriate; ∗ working with industry and local communities to deal with problems caused by inappropriate lorry traffic; ∗ developing and implementing strategies to improve the public realm, especially in town and local centres; and ∗ developing and implementing strategies to deal with the impacts of transport on the environment, particularly on landscape and biodiversity.

Low Emissions Strategies

Air quality

10.2 Air quality is monitored by District Councils in line with the National Air Quality Strategy. To date 2011 eight areas in Oxfordshire have been declared as Air Quality Management Areas (AQMAs) where the levels of nitrogen dioxide (NO2) exceed the objective levels set out in the strategy.

Annual average Comment/Location µg/m3 NO2 (year) Cherwell No AQMAs declared to date Oxford City Centre 51 (2008) An action plan covering Cowley 57 (2007) the whole of Oxford is Green Road Roundabout 48 (2007) being prepared Summertown 44 (2007) Wolvercote Roundabout 42 (2007) Abingdon Rd 48 (2007) Headington 53 (2007) South Oxon Henley 47 (2008) Duke Street Wallingford 57 (2007) High Street Watlington 47 (2008) Shirburn Street Vale of White Horse Abingdon 42 (2007) Stert Street Botley 54 (2008) Stanley Close West Oxon Chipping Norton 40 (2004) Horsefair Witney 44 (2004) Bridge Street Sources: air quality reviews and monitoring reports produced by the district councils (objective level is 40 µg/m3 NO2)

10.3 In all of these areas the major source of these exceedances has ______Page 2 of 12 Chapter 10 – Reducing the Environmental Impact of Travel Oxfordshire Local Transport Plan 2011 – 2030 April 2011

been identified as road traffic. Monitoring by Cherwell and South Oxfordshire district councils currently suggests that additional AQMAs may be declared in the future in Banbury, Bicester, Didcot and Kidlington.

Figure 10.1 Oxfordshire Air Quality Management Areas

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10.4 Measurements have shown that high emissions (in g/km) tend to occur at low uneven speeds (e.g. in congested traffic) and at high speeds (e.g. on motorways). Emissions per vehicle kilometre travelled are expected to improve in the future, at least in the short term, as vehicles are replaced by vehicles meeting higher emissions standards. The actual emissions from any trip depend upon the particular characteristics of the vehicle and how it is driven. Emissions under ‘stop-start’ driving conditions tend to be higher than those when vehicles are driven more smoothly.

Emissions from buses

10.5 Oxfordshire has had considerable success in encouraging bus operators to reduce the impact of bus operations on air quality, in particular through encouraging drivers to switch off engines and encouraging operators to introduce (or retrofit) vehicles with improved emission standards. Measures to encourage subsidised service operators to provide lower emission vehicles and otherwise minimise emissions include:

∗ drivers required to switch off engines whenever stopped for over 1 minute; ∗ services (or service groups) on which any bus enters any AQMA 10 or more times per day, must use buses meeting at least Euro III standards for nitrous oxides and particulate matter; and ∗ the tendering process gives an increasing price preference for vehicles which meet Euro III, IV or V emission standards.

10.6 These policies have proved effective in minimising emissions from subsidised services, without an unduly high cost to Oxfordshire County Council. It is however recognised that the precise Euro standards quoted – which were adopted in 2008, one year before Euro V became compulsory for new vehicles - will become increasingly dated. It is therefore considered appropriate to revise standards upwards one year before each new Euro standard is adopted. These policies will therefore be maintained, with Euro numbers increased progressively as engine development proceeds.

10.7 On commercial services, this includes commitments by operators to switch off engines whilst stationary, to use vehicles achieving lower emission standards, and to train drivers in driving styles which minimise emissions. Oxfordshire County Council will continue to work in partnership with bus operators to further

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reduce the level of emissions from buses used on commercial services.

10.8 Due to the particularly large impact which buses have on air quality in Oxford city centre Oxfordshire County Council proposes to introduce a Low Emission Zone requiring registered local services in the city centre to meet Euro V standards from 1 January 2014. Oxfordshire County Council proposes to ask the Traffic Commissioner to introduce a Traffic Regulation Condition to enforce this; the details will be developed in discussion with stakeholders.

Other environmental impacts

Noise

10.9 The amount of noise generated by traffic on a road is dependant upon the number and mix of vehicles on the road, their speed, the nature of the road surface and other factors. Vehicles generate noise both from the engine and through the rolling of tyres along the road surface. The impact of noise on a listener depends upon the distance from the noise source and also the characteristics of the intervening terrain. Where noise is deemed excessive then action can be taken to either reduce its generation or to block its transmission to a listener.

10.10 The most effective means of reducing the amount of noise generated is to reduce the amount of traffic on the road in question. If this is not possible then adjusting the mix of traffic by reducing the amount of heavier vehicles may also have an impact. In some cases the amount of noise generated may be reduced by changing the characteristics of the road surface or by removing surface defects such as cracks or potholes.

10.11 Double glazing may provide some reduction in noise but it may be necessary to provide alternative ventilation is provided so that windows can be kept closed but with ventilation still available. This is only usually considered where a new road is constructed and noise insulation is provided as compensation.

10.12 The use of barriers to reduce the propagation of noise from roads is widespread in England. At their simplest, purpose built barriers can be found alongside many roads. Landscaping and the built environment itself may also be used to provide similar mitigation.

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10.13 Noise mapping published by the government in 2009 suggested that there might be significant noise pollution from some roads in the Oxfordshire. This was carried out at a very high level and it is likely that local conditions will mean that not all the identified areas will be subject to noise exposure as high as that indicated in the published maps.

10.14 Oxfordshire County Council will work with district councils on noise monitoring and the development of Noise Action Plans.

Vibration

10.15 The effects of vibration on buildings and their occupants is a technical and complex issue, but also a highly emotive one. When lorries pass and windows vibrate, ornaments rattle and occupants can feel a range of emotions from mild annoyance to grave alarm.

10.16 Traffic vibration is almost exclusively caused by heavy vehicles such as lorries and buses. Speed appears to be a factor as does the standard of the road surface. Research indicates that vibrations from road traffic are unlikely to cause structural problems to any fairly robust building but may possibly exacerbate existing problems in more fragile buildings, although it is usually impossible to attribute cause and effect.

10.17 Where vibration is considered a problem maintenance of the road surface is usually the most effective solution. Reducing speed limits or restricting heavy vehicles could also be effective but may be difficult to enforce.

Water quality

10.18 Roads and transport can affect water quality in two main ways:

∗ flooding - new roads and other structures can interrupt natural flows and exacerbate problems on flood plains; ∗ water quality - run-off from roads may include pollutants such as fuel oils and seasonal road treatments that can pollute nearby watercourses

10.19 These issues are dealt with in Chapter 4 in the section on highway drainage.

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Light pollution

10.20 Light pollution from street lighting has become a major issue in some areas in recent years, particularly in rural areas. In response to this, and as a means of reducing our carbon footprint from the operation of the highways, we will:

∗ install new street lighting which limits the spill of light way from the road and footway surface; ∗ replace existing lighting with low spill lighting, where this has not already taken place; ∗ look critically at any requests for new or extended street lighting schemes; ∗ investigate opportunities to remove or reduce existing lighting schemes; and ∗ limit the hours of operation of street lighting schemes in appropriate cases.

10.21 In all cases there needs to be a balance between the environmental benefits of reducing the amount of light pollution, and carbon, and any disbenefits such as increased accident risk or fear of crime and anti-social behaviour.

Freight and Distribution

10.22 People have an ambivalent attitude towards the movement of goods. We want to be able to buy things easily in convenient, attractive shopping areas and to have them delivered to us, preferably at low prices. Many jobs are dependent upon there being convenient ways of delivering materials and goods quickly and reliably. Yet at the same time we dislike the consequences of having goods moved to where we want them – lorries in high streets during the day, passing near homes at night, adding to congestion during peak hours, causing fear and danger to other road users (particularly pedestrians and cyclists) at any time of day.

10.23 Policy on freight needs to balance the economic benefits of efficient movement of goods and our desire for convenient access to those goods against the range of potential adverse impacts. Lorry numbers have grown in recent years as a result of the adoption of business practices such as just in time deliveries and also through the growth in international goods movements. There may be scope to reduce the need for freight transport in the longer term, although this would require wider changes in the

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way that society and the economy operate.

10.24 Nationally, there has been a significant revival in rail freight in recent years and this does have the potential to reduce many of these impacts and is something that Oxfordshire County Council will promote and support where appropriate (for example, by increasing the capacity of the railway through Oxford for both passenger and freight trains). Initiatives to promote the use of local suppliers can also reduce road freight mileage. However, road carriage is likely to remain the dominant freight transport mode in the short and medium term, at least.

10.25 Road freight is continuing to grow in terms of the amount of freight carried, the distances over which it is carried, the numbers of freight vehicles used (particularly vans), the weights of the heaviest vehicles and the proportion of road freight carried by these heaviest vehicles. Road freight has a number of adverse impacts in terms of road safety, noise and impact on the local and global environment. Where lorry traffic exceeds the local environmental capacity of an area, then the county council will consider a range of measures to reduce lorry numbers.

10.26 Deliveries are often a point of conflict between ensuring the economic vitality of areas and protecting the local environment. This can be most pointed in historic urban areas where there are few opportunities to provide delivery points away from major streets. The most common solution to the problems caused by deliveries is through restrictions on when deliveries can be made. While this can be effective in reducing conflict it needs to be considered carefully to ensure that it does not adversely affect the balance of shops in a locality – larger shops and chain stores are generally more able to accept out of hours deliveries than small independent shops.

10.27 The times allowed for deliveries to all locations need to be carefully looked at to ensure that they do not give rise to unnecessary congestion in peak hours and it is acknowledged that the timing of deliveries to premises in smaller towns and villages is less controllable and could impact upon the viability of local services.

10.28 The use of unsuitable roads by large lorries is an ongoing problem, particularly on rural routes. While weight restrictions can be used to reduce these problems, their use has to be balanced against any costs to the economy and to legitimate

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needs for access. Weight restrictions are only likely to be acceptable if they do not transfer unwanted traffic onto other similar roads. Oxfordshire County Council will use the latest lorry routeing map when considering whether it is likely to be acceptable to place weight limits on any road.

10.29 Traffic management measures may also have an impact on deliveries. Restrictions on the use of some roads in central Oxford have divided the city centre into four delivery zones. Effective publicity is essential when such measures are introduced if business vitality is not to be affected.

10.30 Trans-shipment systems, where goods for a town or city are transferred from large lorries to smaller, less intrusive vehicles for the final delivery leg, have been suggested in the past as a way to reduce the impact of lorries in central areas. Examples to date in the UK usually relate to new shopping centres or other specific destinations (such as airports) but there is no reason in principle why these could not be extended to existing town centres. Trans-shipment would, however, increase the cost of making deliveries to shops.

10.31 In recent years satellite navigation systems have caused increases in lorry traffic on many unsuitable roads across the country. A problem at the moment is that systems do not discriminate between roads suitable for large or small vehicles. This can lead to lorries being directed onto roads unsuitable for them but which might be the “best” route for private cars. More advanced systems in the future may provide a solution to this but there is also a clear need to ensure that, as far as possible, satellite navigation companies have information on the suitability or otherwise of roads to carry traffic.

Street Environment & the Public Realm

10.32 A good public realm should engage people and encourage people to spend time there. It should encourage walking, promote health, encourage community cohesion and act as a deterrent to crime. It is important for the local economy, enhancing the shopping and leisure experience to help town centres or village shops compete with out-of-town retail and leisure parks. A high quality public realm can help businesses in an area. Investment in public spaces can boost tourism and visitor numbers, enhance an area’s image, improve its business productivity and attract investment.

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10.33 Chapter 11 describes measures to promote public transport and the street environment should be integrated, for example with well designed and located bus stops. Chapter 12 describes measures to promote cycling and walking, for example with well designed and located cycle parking. In some situations shared space can be considered where there is no clear demarcation of space for different road users but the needs of all users and particularly disabled people need to be taken into account (see Chapter 7) before such schemes are introduced.

10.34 A key challenge in cities and towns, but also in villages and rural areas to a lesser extent, is how to deal with vehicle movement and how it impacts on other users of the public realm. There can be conflicts between providing the elements of a high quality street environment and public realm and providing car parking. It is often the case that large open spaces within towns and cities have been given over to either formal or informal car parks.

10.35 While there is a great deal of potential for creating good quality street environments by removing parking, proposals such as this are often controversial with shopkeepers and local residents. Many other forms of street scene improvement , including pedestrianisation, are often initially opposed locally, although the evidence is that such schemes bring substantial improvements to the local economy in the medium and long term.

10.36 The essential element of our strategy to improve the street environment is to ensure that the treatment of any area reflects the particular needs of the area. Local input will be essential in determining how an area is to be improved and what the aims of each public realm scheme should be. Where possible, Oxfordshire County Council will use the Communities Street Audit process in order to enable local people to evaluate the options on the street. In addition, reference will be made to the national Manual for Streets and, in central Oxford, to the Street Scene Manual.

The Natural Environment and Green Infrastructure

10.37 Local authorities have statutory duties regarding the protection of the environment through various Acts of Parliament and European regulation and legislation. Relevant legislation and guidance regarding the impact on the natural environment will be considered at an early stage of all new schemes and projects. Local authorities in particular have a duty to conserve biodiversity in exercising all their functions and to have regard for ______Page 10 of 12 Chapter 10 – Reducing the Environmental Impact of Travel Oxfordshire Local Transport Plan 2011 – 2030 April 2011

the management plans of Areas of Outstanding Natural Beauty when making decisions or carrying out activities that affect land within these areas.

10.38 Ensuring that an understanding of landscape and townscape character and sensitivity to development informs transport decisions includes recognising that materials, signing and lining can have a negative impact on character and tranquillity. We will use tools already available, such as the Oxfordshire Wildlife and Landscape Study, local landscape and townscape character assessments and other studies to inform the design of schemes and carry out site specific assessments for specific schemes or projects to determine impacts and opportunities to inform the design on these matters at an early stage.

10.39 Consideration will be given to the impacts and opportunities of new and existing transport infrastructure on the county’s biodiversity in order to:

∗ protect and enhance biodiversity within designated sites, local sites and the wider environment; ∗ ensure that mitigation and compensation are provided for biodiversity loss where impacts are unavoidable; ∗ integrate proposals to enhance biodiversity into schemes, where possible; and ∗ evaluate the impact of specific schemes.

10.40 Oxfordshire County Council will take into account the management plans of each Area of Outstanding Beauty in the planning and design of schemes in AONBs and will work in partnership with the AONB teams to implement relevant policies or actions from the management plans. This includes the Guidelines for Highway Management and Maintenance which have been agreed with the Conservation Boards for both the Chilterns and Cotswolds AONBs.

10.41 Oxfordshire County Council will continue to manage and maintain new and existing infrastructure for the benefit of the biodiversity of the county wherever possible, particularly with regard to Oxfordshire’s road verge nature reserves and highway trees. When developing or updating strategies for the management of the highways network we will seek to increase benefits of green infrastructure, particularly relating to health and wellbeing, biodiversity, and climate change adaptation and mitigation. The County Council’s de-cluttering policy will also apply in rural areas. ______Page 11 of 12 Chapter 10 – Reducing the Environmental Impact of Travel Oxfordshire Local Transport Plan 2011 – 2030 April 2011

10.42 We will design new assets to improve green infrastructure benefits and will seek to mitigate other impacts on the natural environment identified in the Strategic Environmental Assessment of this Plan and in specific assessments of individual schemes. We will use the Conservation Target Areas approach to identify potential biodiversity enhancements in assessments of individual schemes.

______Page 12 of 12 Chapter 10 – Reducing the Environmental Impact of Travel Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______11. Public Transport

Objective 8 – To develop and increase the use of high quality, welcoming public transport

Oxfordshire has a successful public transport model, particularly for journeys into the centre of Oxford. Our core objective is to extend this model to other parts of Oxfordshire, including new developments to provide the whole county with a real choice of attractive, frequent and welcoming public transport.

Policies

Policy PT1 Oxfordshire County Council will define a three-tier hierarchy of services, consisting of: ∗∗∗ Premium Routes - operating at “turn up and go” frequencies; ∗∗∗ Hourly Plus - operating at frequencies of at least once an hour during weekdays; and ∗∗∗ Local - to help meet local accessibility needs.

Policy PT2 Oxfordshire County Council will help create the conditions for welcoming, effective and successful commercial bus services by working with operators and other partners to:

• improve the reliability of bus services and reduce journey times, especially on Premium Route services; • publish up to date, comprehensive public transport information that is publicly available in a range of appropriate formats; • improve ticketing (including smartcard ticketing) to make travel easier and reduce boarding times; • encourage the use of buses that meet standards for low emissions, particularly those passing through designated Air Quality Management Areas; and • encourage social inclusion by ensuring that services use low floor buses, have drivers that are trained in customer care and disability awareness, and that wheelchair users have priority access to designated spaces on vehicles. ______Page 1 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______

Policy PT3 Oxfordshire County Council will support and promote the development of high quality public transport interchanges and infrastructure in appropriate locations.

Policy PT4 Oxfordshire County Council will support proposals for strategic enhancement of the existing Oxfordshire rail network, and will work with the rail industry to facilitate these, providing they do not have unacceptable impacts on the county’s rights of way networks, cultural heritage or natural environment.

Policy PT5 Oxfordshire County Council will work with the rail industry and other partners to deliver new or improved stations, new rail services and greater integration of rail and buses.

Policy PT6 Oxfordshire County Council will only support the High Speed 2 rail proposals if their local economic benefits outweigh the environmental impact on the county.

Policy PT7 Oxfordshire County Council will support the development of Quality Bus Partnerships and Rail Partnerships, where appropriate.

Strategy

11.1 Our strategy for increasing public transport use includes:

∗ providing infrastructure to allow attractive and reliable bus services to run across the county in order to reduce congestion and the associated environmental impacts; ∗ publishing comprehensive public transport information and promoting public transport; ∗ working with bus companies to improve the experience of bus travel; ∗ working with the rail industry to develop rail services, stations and railway enhancements to encourage increased rail use; and ∗ working with district councils to ensure that taxis are available to complement public transport at times when travel choices are limited.

11.2 The main challenges for public transport in Oxfordshire are:

∗ satisfying higher public expectations in future for improved ______Page 2 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______quality and a more welcoming service, including better ticketing systems; ∗ encouraging and enabling more people to choose public transport for those journeys for which it provides an attractive alternative, to enable economic growth and reduce congestion and other environmental problems; ∗ encouraging the transfer from private car to rail for longer distance journeys; ∗ traffic congestion and road works impacting on service reliability and efficiency; ∗ providing a choice of travel modes for populations, services and jobs located away from traditional bus routes; ∗ reducing the air pollution and other environmental impacts of buses whilst maintaining accessibility; ∗ reducing the time buses spend at bus stops, particularly in town centres; and ∗ ensuring a high quality experience at all stages of a bus journey, including finding out about it, getting to the stop and waiting for the bus as well as the on-bus journey itself.

Buses

11.3 Oxfordshire County Council will help to ensure the commercial viability of bus services by developing a programme which is specifically related to buses, such as:

∗ tackling congestion and delay points along the major bus routes, ensuring that buses can operate reliably and at a commercially attractive speed; ∗ effective penetration by bus services as close as possible to the heart of journey attractors such as town centres, employment areas and hospitals, with conveniently located bus stops; ∗ good facilities at stops, incorporating effective information and a safe waiting area including shelters and seats for bus passengers, wherever space and resources allow, and well-signposted high quality walking routes and cycle parking where appropriate; and ∗ good information to help people find out about the network of services available, and how to find them and use them.

______Page 3 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______Figure 11.1 Oxfordshire public transport network

Bus Service Hierarchy

11.4 At the top of the county's hierarchy of services are the Premium Routes. These are services running at 'turn up and go' frequencies (of around 15 minutes) throughout the daytime on Mondays to Saturdays, and at least hourly in the evenings and on Sundays. They link the major existing and proposed areas of housing and employment across the county. They have a high ______Page 4 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______level of bus priority including, in some cases, segregated routes for buses to protect them from congestion and delay. They will have a high standard of passenger facilities at bus stops and interchanges, often including real time information. As a result of this, Oxfordshire County Council expects that such services will, after any initial 'pump priming' funding, be able to operate without subsidy and be run using high quality, easy access, low emission vehicles with high levels of driver training and modern ticketing systems.

11.5 Premium Route bus services cover the main movement corridors, where most passenger trips are made and where they can make the greatest potential contribution to the reduction in private car use and traffic congestion. They are mainly concentrated in and between Oxford and the larger towns but will in future serve major employment, service/retail and residential areas elsewhere.

11.6 Where significant employment, service/retail or residential developments are proposed, but these are not situated adjacent to a Premium Route, then developers will be expected to provide appropriate levels of funding to deliver an agreed network of Bus Routes linking the development with nearby towns and transport hubs. These 'Development Routes' will operate to specified frequency levels and hours of operation during the evenings and on Sundays. These routes will be designed to attract significant numbers of passengers and will be complemented with appropriate travel plan measures, with the aim of achieving a commercial self-sustaining service after a period of pump-priming funding provided by the developer. For the larger developments, a Premium Route level of bus service will be specified, but for smaller developments, a better-than-hourly level of bus service with seven-day and evening operation will be requested.

11.7 The next level in the hierarchy comprises hourly-plus services. These serve lower density corridors which nevertheless have significant potential flows of passengers, including smaller towns and many rural areas. These Hourly bus services generally operate between 7am and 7pm on Mondays to Saturdays. The aim is that Hourly Services should move towards being commercially self-sustaining in due course. Where additional funding can be procured from developments or other sources, then it may be possible to operate a more frequent service or provide a service on Sundays or during evenings. ______Page 5 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______11.8 The final tier in the hierarchy comprises local services. These ensure essential links from more remote areas. They are provided in a variety of ways, as appropriate for local circumstances, with service frequency ranging from several times per weekday to once per week. These local services are considered more fully in Chapter 7 on Improving Accessibility.

Bus Infrastructure

11.9 The provision of high-quality infrastructure is fundamentally important to the successful operation of bus and coach services in Oxfordshire. Reliable and welcoming public transport services can only be operated through an arrangement where vehicles operate congestion-free and arrive at high-quality stops where users can wait in comfort, knowing their service will arrive on time.

11.10 Improving access and connectivity to bus stops and other interchanges (e.g. rail stations) from other modes, particularly walking and cycling, is essential to promoting walking and cycling and encouraging increased use of public transport. Oxfordshire County Council will consider access to walking and cycling networks and location of supporting facilities when investigating the siting of new bus stops.

11.11 Rapid transit for Oxford – a form of high quality “rapid transit” public transport will be considered as part of our Eastern Arc strategy for Oxford. This could be in the form of high quality bus, light rail or guided trolleybus system, serving the Park & Ride sites and major employment and housing areas in the Eastern Arc. This is covered in more detail within the Oxford Area Strategy (Chapter 13).

11.12 Park and Ride - the Oxford park and ride sites were primarily provided to reduce the amount of general traffic approaching Oxford city centre and to provide real environmental benefits in sensitive city centre streets. Over time this principle has been extended to provide an edge-of-urban area facility for the main hospitals, reducing the amount of car traffic through the Headington and Marston areas. Increasing demand for parking spaces at Oxford’s park and ride sites has resulted in the need to expand the sites and investigate opportunities for developing new sites. There is a commitment to expand Thornhill park and ride’s capacity by around 500 spaces by 2013. More details of the Thornhill expansion are included in the Oxford Area Strategy (Chapter 13). ______Page 6 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______

11.13 There is an existing policy to develop remote park and ride sites further from Oxford along the A34 (north) corridor towards Bicester, along the A34 (south) corridor towards Abingdon/Milton and along the A40 (west) corridor towards Witney/Carterton. This concept has proved successful at some locations in Scotland where a well-located site adjacent to a high-frequency commercial bus corridor can provide a cost-effective transfer point from car to bus. Some progress has been made in securing a site adjacent to the South West Bicester development and a study has looked at possible locations in West Oxfordshire. Viability would depend on many factors such as the availability and cost of parking spaces and the scope for bus priority measures.

11.14 Our long term ambition at all park and ride sites is to have a high level of security and attractive terminal buildings with waiting and ancillary facilities, easy access for drivers to the road network and well designed walking routes from parking to bus stop areas.

11.15 Interchanges - apart from the Park & Ride sites, Oxfordshire does not have many other purpose-built interchanges. Most bus services in Oxford currently leave from many different parts of the city centre and for some interchange journeys a substantial walk is required from one bus to another. The exception is that some country services leave from Gloucester Green, although this bus station is primarily used by long distance coaches and services to London and the airports.

11.16 Significant efforts have been made, as part of the Transform Oxford project and other initiatives, to improve signage and wayfinding information. Aspirations to enhance the pedestrian experience in Oxford city centre mean that key bus stops will naturally be clustered in hubs around the edges of the commercial centre. To improve interchange, particularly for cross city journeys, bus routes may need to be extended and turning facilities provided to reduce the requirement to walk extended distances between services, although providing this will be difficult in the highly constrained city centre.

11.17 Banbury rail station is located relatively close to the town centre, bus station and the Bridge Street bus ‘hub’, but there is significant severance by major roads between them. The Canalside development should deliver better integration between bus and rail by providing bus stops nearer to the railway station and by ______Page 7 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______safeguarding a bus route between the station and the Bankside area.

11.18 Bicester’s Bure Place bus station will soon be replaced by a series of bus stops along Manorsfield Road, which will be adjacent to the new retail area. Significant new developments within the Bicester area are expected to generate demand for large numbers of additional buses, so some further modification to bus arrangements will be likely in the future.

11.19 Buses penetrate into central retail areas of other towns and interchange ‘hubs’ generally allow connections from one route to another. There are physical constraints on the capacity of these areas, so operators and planners need to take account of the actual number of bus stops available when planning timetables and layovers.

11.20 Oxford rail station provides a terminal, or hub, for some bus services, and it is proposed that this will be re-designed so that more buses can serve it. It is intended that services from here will link to as many parts of the city and significant destinations beyond as possible within the physical constraints of the site. Oxfordshire County Council and its partners will continue to work on proposals to ensure that Oxford Station can meet future demands. The Station has a major role in the regeneration of the West End of Oxford.

11.21 The integration of rail and bus services is important at Oxford and Didcot stations and there are current projects at both and at water Eaton to improve the quality of the physical infrastructure and to make it easier for public transport users to transfer from one mode to another. At other stations the scale of the interchange arrangements is more modest but, at the minimum, there should be the equivalent of an integrated Premium Routes flag pole and information case unit with directional signing as appropriate.

11.22 Coach facilities – Oxford is a hub for express coach services, with the A40/M40 corridor towards London and the airports supporting coach services which are among the most frequent in Europe. The numbers of people using Thornhill to access these services have caused this Park & Ride site to fill up very early, on each day, so the plans for an expanded Thornhill will include measures to manage this demand.

______Page 8 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______11.23 While Oxfordshire has some terminal facilities for scheduled coaches there is a problem with accommodating the many ‘tourist’ coaches which bring visitors to Oxford. Planned city centre developments will place further pressure on the space available to accommodate visiting coaches so a strategy is being developed to allocate some ‘remote’ spaces for layover purposes along with recognised set-down and pick-up points on the edge of the city centre.

11.24 Lewknor interchange – there is a limited amount of free car parking available along a section of B4009 close to the M40 junction which is used by commuters as an informal park and ride. Individuals can park their vehicle in the lay-by and then travel onward to either London or Oxford using the coach service that serves the nearby bus stops. This can cause problems with vehicles parking on the verge when these lay-bys are full. Oxfordshire County Council has no current plans to develop this site in the near future. However, it may be considered for expansion or as a potential site for remote park and ride within the life of this Plan.

11.25 Beyond the 1,400 stops expected to be equipped to Premium Route standards, there are about 2,400 other bus stops around Oxfordshire. Although the majority of these stops now have a timetable information case, many do not have any hard- standing area or a suitable surface for disabled, frail and elderly passengers. Opportunities will be taken to intrioduce low-cost improvements, if possible on a whole-route basis, starting with the hourly routes.

11.26 Where significant new developments are planned, we will seek developer funding to pay for the necessary bus stop infrastructure and eventual inclusion in the Premium Route bus network map. For the Bicester eco town this infrastructure could take the form of a high-frequency busway, with high quality intermediate stops. For Science Vale UK, Premium Route standards of infrastructure will be considered along with limited sections of segregated busway. Investment in high quality bus infrastructure should be aimed at developing the bus services using this infrastructure to a Premium Route frequency. We encourage new developments to be situated within sustainable locations which are within close access to public transport; this is covered in more detail in the Supporting Development strategy chapter 8.

______Page 9 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______Information

11.27 Oxfordshire County Council’s first Transport Information Strategy for Bus Services was revised in 2006 and will be subject to further amendment in 2011. The strategy clarifies responsibility for the provision of information and who should meet the costs. Oxfordshire County Council generally provides bus stop infrastructure, including the pole, bus stop flag and timetable case. Operators are expected to meet the cost of providing and maintaining information relating to their own services.

11.28 Oxfordshire’s Real Time Information is amongst the best- performing systems in the UK primarily because the partners have focused on achieving quality, in terms of proportion of buses accurately predicted at stops and bus operators have invested in the on-bus computers and so have a vested interest in the performance of the system. The issues faced by the system include whether the geographic coverage should be extended and whether the functionality of the system should be developed.

11.29 The technology of electronic communications is rapidly changing and it is difficult to predict the lifespan or the take-up of new devices. The basic system output (predicted times of next buses at stops) can be displayed in various ways on a variety of media. Work is proceeding on a project to re-design the ‘Oxontime’ website to make the information more accessible to a wider range of users. A new type of solar-energy sign has been deployed in a few locations. This type of sign can also display other types of information such as fares and known upcoming disruptions.

Ticketing

11.30 Ease of use and attractiveness to passengers are recognised as important factors; speeding up boarding is a particular issue on the more frequent and heavily used services, especially in congested locations. For example, the time buses spend at stops in Oxford city centre and other town centres, which improved ticketing systems and additional ticket verification points could do much to help. Bus priority and other measures to speed up buses need to be complemented by modern ticketing systems, i.e. smartcards.

11.31 The development of off-bus ticketing is supported, as a means of reducing bus journey times and providing public transport users ______Page 10 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______with a range of travel options.

11.32 Oxfordshire County Council will work in partnership with operators to develop improved ticketing schemes including further development and roll out of smartcards to potentially include other services like parking at park and ride sites.

Commercial Services

11.33 Although Oxfordshire County Council has no direct control over the commercial services that bus operators choose to run, we work closely with them to influence services.

11.34 Quality partnerships - partnerships with bus operators will have an essential role in delivering service improvements. The benefits are that Oxfordshire County Council’s investment in infrastructure is supported by operators investing in new vehicles, improved training and enhanced services.

11.35 These have been successful in attracting significant numbers of passengers and achieving a high level of bus use, whilst minimising the impact of the high levels of bus service on other road users and the environment.

11.36 The County Council is working in Partnership with Oxford's two main bus operators, Oxford Bus Company and Stagecoach Oxford, to develop a Bus Qualifying Agreement for the specification and operation of city centre bus services (focusing on the four main radial routes into the city - Kidlington to Oxford along Banbury Road, Barton to Oxford along London Road, Blackbird Leys to Oxford along Cowley Road and Rose Hill to Oxford along Iffley Road).

11.37 The aim of the Agreement is to bring bus user and environmental benefits to Oxford by securing a service pattern between operators on these routes which would include a substantial reduction in the total number of buses operating on them. Part of this agreement includes the introduction of shared ticketing across the Oxford zone (allowing passengers to use either operator regardless of which one sold them the ticket); the launch of new smartcard ticketing technology from October 2010 was the first step towards shared ticketing. The agreement also includes the replacement of buses used on these services by new vehicles meeting Euro V emissions standards, including a large fleet of hybrid buses, which will also support the Low Emission Zone proposed for the city. The Qualifying Agreement is ______Page 11 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______expected to become finalised and operational in 2011 and is predicted to lead to a 10% overall reduction in city centre bus numbers with a 17% reduction on the busiest corridor (High Street) and a 30% reduction in Queen Street (which would further enhance the recent pedestrian improvement scheme).

11.38 The County Council will also be investigating whether there are other opportunities to use this sort of agreement to bring about benefits to bus operation elsewhere in Oxfordshire, rather than taking a more directive Quality Contract approach.

Other bus services

11.39 In addition to the hierarchy of scheduled bus services there are a number of specialised services designed particularly to meet the needs of groups. The most numerous of these are school bus services. Oxfordshire County Council provides for those living over three miles from state-maintained schools, which (by law) must be available free to those users. These are run largely as an independent network not available to the general public. Some independent schools also provide services. Higher and further education establishments provide a range of services; some of these – notably the Brookesbus network provided by Oxford Brookes University and the bus service funded by Abingdon & Witney College to link its two sites – also run as scheduled local bus services which contribute to the local network.

11.40 Some major employment sites fund bus services to serve their sites, notably Harwell Science & Innovation Campus and Oxford Science Park. These are generally combined with local bus services. Some retail sites also fund shoppers’ services to their sites; these generally run free to users, are not registered as local bus services and completely separate from the local bus network. Oxfordshire County Council expects the operators of such sites to ensure that they are accessible by public transport without funding from the council but, where they might be conveniently combined with a local bus service which is also useful for other journeys, will consider joint funding arrangements.

Rail

11.41 Oxfordshire is strategically located on the national rail network. There are four principal corridors: • the Great Western Main Line from Paddington to Bristol and South Wales; • the Chiltern Line from Marylebone to Birmingham; ______Page 12 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______• the north-south line from the south coast to Birmingham; and • the Cotswold Line heading west from Oxford to Worcester and Hereford.

11.42 There are also branch lines to Bicester (from Oxford) and Henley- on-Thames (from Twyford).

Current Situation

11.43 Rail services are an important element in the provision of local transport and future growth and development in Oxfordshire. Although almost all rail services operate under contract to the government, Oxfordshire County Council has opportunities to work with the rail industry to influence rail provision and use.

11.44 There are 22 stations in the county, 20 of these are leased to the Great Western franchise and two are leased to the Chiltern franchise. The station operator manages the day-to-day running of the station stations (which range from regional hubs such as Oxford to small unstaffed halts such as Combe and Appleford). Oxfordshire's railways cater for a diverse mix of local passenger services and longer distance freight and passenger trains. Most lines are currently operating between 70% and 90% of their capacity as more trains are being provided on the same infrastructure to meet the increased demand for travel.

Future demand and Plans

11.45 The Department for Transport forecast in May 2007 that peak arrivals into Reading will increase by 31 per cent by 2026 and growth on long distance high speed services from Bristol to London (which serve Didcot Parkway) will exceed seating capacity by as much as 18 percent. The Great Western Route Utilisation Strategy (published in March 2010) also indicates growth of up to 42 percent in arrivals at London Paddington by 2019. It is evident that significant interventions will be needed to achieve a reliable railway with the capacity to support housing and economic growth in Oxfordshire, such as train lengthening, additional services and alterations to track and signalling.

11.46 A number of major infrastructure and service upgrades are planned during the life of this Plan, including: • Evergreen 3 • East West Rail • Great western mainline electrification ______Page 13 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______Rail freight

11.47 Significant volumes of freight pass through the county. The route between the Port of Southampton and the Midlands and North of England is the key route for deep sea container services and carries a large volume of freight traffic. A £70 million project to improve structure clearances is underway so that higher-sided containers can be transported by train instead of lorry.

11.48 Although inter-modal container traffic accounts for the majority of freight activity on the county’s railways various other commodities are also conveyed. Aggregates for the construction industry are transported from the Mendips to various distribution sites in the London area and also to Oxford (Banbury Road). Didcot Power station currently receives frequent trains of imported coal from Avonmouth Docks each day. Didcot is also a key hub for the Ministry of Defence and trains from there serve various supply and ordnance depots in southern England, including one of the country’s largest depots at Bicester. The Cowley BMW plant in Oxford uses rail to transport completed Mini cars to Purfleet Docks for export abroad, and household waste is carried by train through the county to landfill sites at Appleford (from west London) and Calvert in Buckinghamshire (from Bath and Bristol). Network Rail has a materials supply depot at Hinksey (near Oxford).

Future Challenges

11.49 The rail network in Oxfordshire faces a number of challenges over the course of the Local Transport Plan, including:

∗ road congestion; ∗ rail freight growth including deep sea container traffic for which there are gauge clearance issues; ∗ climate change; ∗ housing development and population growth; ∗ economic growth and maximising benefit, especially for key areas like Science Vale UK; ∗ improved transport links with adjoining regional and sub- regional centres; ∗ importance of international gateways; ∗ network capacity (track and train) including consideration of long distance high speed vs. local stopping services; ∗ sustaining desirable level of train service all day (encouraging off-peak use); ______Page 14 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______∗ getting to the station; ∗ interchange between public transport (facilities, timetabling, ticketing); ∗ improving accessibility for disabled people

Rail Initiatives

11.50 The delivery of rail initiatives involves a wide range of stakeholders and timescales for developing and implementing schemes and measures. We will need to be flexible in the future so that we can grasp opportunities as they arise in franchise agreements and rail-industry planning. These will include, but not necessarily be limited to:

∗ improving regional and inter-regional rail links - Oxfordshire County Council will continue to support, and where appropriate will promote, proposals for new rail services that increase accessibility to the rail network for existing and potential passengers; ∗ supporting improved rail links to international gateways - the prosperity of the Science Vale UK and the Oxfordshire economy as a whole could be improved with better rail links to Heathrow and Gatwick served by direct trains to make Oxfordshire internationally accessible; ∗ new stations and services to serve growth areas, such as Science Vale UK - the potential of new services and changes to existing services needs to be investigated at Didcot and Grove; ∗ better access for disabled people - when funding work at railway stations we will take account of the Code of Practice on accessible trains and stations wherever possible; ∗ improve and expand station car parking - a review of car parking is required at all stations, possibly as part of the station travel plan initiative. Where investment is made to improve provision the opportunity exists to secure an ongoing revenue income for Oxfordshire County Council from parking charges. We will encourage and support the provision of adequate car parking capacity, alongside other measures, as this can reduce the need for unnecessary car journeys; and ∗ station interchanges - The larger stations in Oxfordshire serve important town and city centres and serve as a railhead for a wider hinterland. The provision of high quality interchange between rail and other transport ______Page 15 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______modes is a crucial part of encouraging people to use sustainable modes of travel for their journeys.

11.51 Many of the actions which Oxfordshire County Council is intending to carry out to meet other objectives could also help to promote greater use of the railways. These include:

∗ cycle access and parking - cycle routes to the station need to be planned and implemented to provide a fast and safe means of getting to the station from towns and villages and the Sustrans National Cycle Network; ∗ pedestrian access – the routes for walking to and from railway stations need to be considered and where appropriate improved, including access for disabled people; ∗ Station Travel Plans - a station travel plan is a strategy for managing the travel generated by a station with the aim of reducing its environmental impact, typically involving the promotion of sustainable modes of travel; ∗ bus and train information - in 2008, Oxfordshire County Council introduced local transport information posters at rail stations along the Cotswold Line and having collected valuable feedback, has since rolled them out to every station in Oxfordshire; ∗ through ticketing - there are already a number of add-on tickets available at some stations, notably PlusBus, the national bus-rail ticket which has seen sales grow steadily to some 250,000 tickets in 2008/09; ∗ marketing and promotion - Oxfordshire County Council has been successful in forming effective partnerships that have increased rail use since 2002; and ∗ smarter choices – we will work with the rail industry to promote car sharing to rail stations throughout the county where this will reduce congestion.

11.52 The currently proposed route for the high speed HS2 line from London to Birmingham crosses a small part of Oxfordshire. With no intermediate stations proposed the line offers few direct benefits to Oxfordshire, although there may be some indirect benefits if the development of this line frees up existing capacity for better local train services or freight traffic. Until more information is available on the proposals, Oxfordshire County Council reserves its position and will only support them if the benefits are shown to outweigh the environmental costs to the county. ______Page 16 of 16 Chapter 11 - Public Transport Oxfordshire Local Transport Plan 2011 – 2030 April 2011 ______

12. Walking, Cycling and Rights of Way

Objective 9 - Develop and increase cycling and walking for local journeys, recreation and health

Walking and cycling provide travel options that have the lowest carbon footprint and few adverse environmental impacts, and they contribute to improving people’s health. They can reduce congestion and improve accessibility. Our core objective is to create the conditions where a greater proportion of trips, especially in urban areas, are made on foot or by bicycle.

Policies

Policy CW1 Oxfordshire County Council will seek to improve facilities to encourage greater levels of walking and cycling.

Policy CW2 Oxfordshire County Council will work with interested groups and local communities to promote greater levels of responsible walking and cycling.

Policy CW3 Oxfordshire County Council will take into account the needs of all users, including people with disabilities, in the design of cycling or pedestrian facilities.

Policy CW4 Oxfordshire County Council will protect and maintain public rights of way and natural areas so that all users are able to understand and enjoy their rights in a responsible way.

Policy CW5 Oxfordshire County Council will seek opportunities for network improvements and initiatives to better meet the needs of walkers, cyclists, and horse riders, including people with disabilities, for local journeys, recreation, and health.

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12.1 Our strategy for promoting more walking and cycling includes:

∗ route-by-route auditing of existing facilities for pedestrians and cyclists to develop programmes for improvement of important routes and facilities; ∗ developing pedestrian and cycle route networks by providing new or improved facilities for pedestrians and cyclists; ∗ improving signage of pedestrian and cycle routes; and ∗ promoting the health, environmental, and financial benefits of increased walking and cycling, including use of rights of way and publicly accessible green areas.

Walking

12.2 Walking is the most popular mode of transport for short journeys and is an essential component of almost all other journeys. Encouraging the transfer of appropriate trips from car to walking would reduce local congestion air quality problems. Such a transfer would be good for people’s health, would not damage the environment, and increasing the number of people who walk could contribute to the building of social cohesion and the deterrence of crime.

Current Situation

12.3 It is impossible to measure all walking trips in the county as walking forms at least a component of most journeys and takes place almost everywhere. In the ten years to 2003, the number of walking trips measured nationally fell by 20%. This decline in walking journeys is largely accounted for by trips that have transferred to the car.

Providing for pedestrians

12.4 To encourage more walking it is necessary to consider all aspects of the pedestrian environment including the pavement surface, amount and location of street furniture (e.g. lamp posts, seating and signal control boxes), pedestrian signing, and crossings of main and side roads. Oxfordshire County Council has begun a process of “de-cluttering” where signs, roadside equipment, and street furniture are rationalised and, where appropriate, reduced as part of any maintenance work undertaken in town centres ______Page 2 of 18 Chapter 12 – Walking, Cycling & Rights of Way

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and shopping streets. We will continue this work as resources allow.

12.5 The quality of the pavement surface is particularly important for people with mobility problems. A key element of improving the quality of the walking environment is regularly inspecting and maintaining footways.

12.6 The connectivity of walking routes is crucial. This includes being able to cross roads safely without having to make a significant detour. It is also necessary to look at pedestrian routes and carefully consider the locations of facilities such as bus stops and taxi ranks to ensure that these complement the pedestrian network.

12.7 The presence of traffic affects how people act in public space. Congestion, with its associated air pollution and noise, can discourage people from making short journeys on foot. Traffic volumes and speeds directly affect the quality and range of pedestrian activity.

12.8 New developments should be designed to minimise walking distances and link known destinations with effective and attractive walking routes. These should also complement and improve current facilities, as well as providing new routes where possible.

12.9 Walking is an important factor for increasing public transport use. Improving walking access to public transport access points – rail stations, bus stations and particularly bus stops - is essential to enable and encourage the use of public transport.

12.10 Promoting and enabling walking requires the provision of sufficient information to enable people new to or unfamiliar with an area to get where they want to go. Signing for pedestrians in UK towns and cities has historically been a haphazard process and usually associated with promoting tourism rather than helping people fully use the facilities available on foot. In recent years there have been examples of good-practice, comprehensive signing schemes for pedestrians, for example in Bristol and the City of London, and the introduction of similar systems in Oxfordshire is a long-term aspiration.

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12.11 Consultation and involvement are important components of planning for walking. Local users should be consulted and involved in audits of locations that have been identified for footway or other walking facility improvements. Drawing from a model developed by Living Streets, Oxfordshire County Council has developed walkability audits, a method of evaluating the quality of the street environment from the perspective of those who use it. Oxfordshire County Council has already used this method with parents in Oxfordshire to improve walking routes to schools, with staff at our new Banbury local office, and with staff at children’s centres across the county. It has been used to successfully audit three walking routes proposed as part of the Eco-Bicester project. Proposals to improve the walking environment can often be brought-forward as part of wider public realm improvements, and opportunities for this should be taken whenever possible.

12.12 There is an opportunity to develop partnerships with local health authorities to promote the environmental and health benefits of walking, particularly as part of school and workplace travel planning.

12.13 Oxfordshire County Council will also consider the following when developing schemes to encourage more walking: ∗ traffic calming measures to reduce speeds, particularly near schools, in urban residential areas and in villages; ∗ pedestrian crossings that are safe and convenient to use; ∗ rural safety measures such as new lengths of footway alongside, or set back from, the road; ∗ pedestrian areas where vehicle access is restricted or prohibited, such as Low Emission Zones; ∗ increasing the visibility of pedestrian routes to maximise safety and security; and ∗ promoting improvements to walking facilities, including better maintenance and improved lighting.

Cycling

12.14 Cycling is a flexible, healthy, and relatively inexpensive mode of travel, and has a pivotal role in creating a sustainable economy. In congested areas it can be the fastest and most reliable mode of transport. It can facilitate economic development by reducing congestion and can enhance the experience and ______Page 4 of 18 Chapter 12 – Walking, Cycling & Rights of Way

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create vitality in an area. Economic benefits can also be derived from reduced healthcare costs, reduced absenteeism, and improved productivity.

Current Situation

12.15 Nationally, cycling levels have declined slightly in recent decades: the distance travelled by bicycle fell by 2% between 1995/97 and 2008. However, cycling in Oxfordshire has consistently bucked this trend. Oxford has one of the highest cycling rates in the country and 5% of journeys to work in Oxfordshire are made by bike, whereas the national average is 2%. Automatic bicycle counts in Oxfordshire indicate that overall cycling levels may have increased slightly since 2005.

Cycling training

12.16 Cycling in built-up areas with high traffic volumes and speeds can be daunting to novice or 'lapsed' cyclists. Oxfordshire has a comprehensive cycle training education programme for primary school pupils (aged 9 years +) but access to cycle training for younger pupils, teenagers and adults is limited. This lack of training has an impact on cyclists’ ability to assert themselves on the road. Appropriate training can dramatically enhance cycling safety, build confidence, and can influence other road users’ behaviour. As resources allow, we will develop programmes for teaching better cycling techniques to all age groups.

Image and marketing

12.17 In order to encourage cycling it is important to understand why people do not currently cycle. Cycling attitude surveys can reveal trends and explanations tailored to particular areas. Solutions can then be tailored instead of applying a "one-size-fits- all" approach. An awareness of different types of cyclist – novice/experienced, commuter/leisure, confident/nervous - and their individual needs, will be encouraged.

12.18 Emphasizing the dangers and risks over the benefits can deter some people from cycling. Marketing and promotion of travel choices should target increases in cycling levels among low- participation groups such as women, teenage girls, over 45s, school children, disabled people, disadvantaged groups, and ______Page 5 of 18 Chapter 12 – Walking, Cycling & Rights of Way

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ethnic minorities, for instance through “try-out” sessions. Cycling promotion should reflect cycling as an everyday activity, rather than one which requires specialist equipment or clothing.

12.19 The negative image of cycling needs to be addressed if relationships between different road user groups are to be improved. Awareness-raising activity should target car drivers, bus operators, pedestrians and cyclists to ensure that people generally know what is and is not allowed and the consequences of actions. 'Bike Polite' or a similar initiative, as promoted by local cycling groups, could alleviate the conflicts and foster general acceptance and courtesy between different road users. It could also help to change pedestrians' perception of safety and the impact of sharing routes with cyclists.

Cycle infrastructure

12.20 Some areas of the county have good cycle infrastructure (traffic- free routes, on-road cycle lanes, toucan crossings, cycle parking, etc). However, in some places infrastructure is intermittent or sub- standard. Where infrastructure is provided, it can be obstructed by parked vehicles, causing increased conflict and affecting safety, especially where road width is restricted. Sometimes the most convenient routes for cyclists are prohibited by one-way streets, pedestrian-only areas, or cycle barriers. There is also a lack of direct cycle routes parallel to some main roads. This can be a decisive factor in mode choice.

12.21 Where cycle paths share footways conflicts with pedestrians can occur, and these paths are often unattractive for cyclists where they cross driveways and side roads. They also tend to be unattractive, and potentially dangerous, to experienced cyclists, but their presence can increase drivers’ intolerance of on-road cycling. On-road cycle lanes are often of limited width and can re-enforce the view that cyclists should remain at the kerbside, even where this is unsafe.

12.22 The provision of cycling facilities can be controversial, especially where this involves the conversion of existing footways for shared use. An evidence-based approach is needed to determine whether new or altered facilities for cyclists will improve the overall transport system and contribute to the Council’s wider objectives. This could follow a hierarchy that gives preference to on-road provision for cyclists where this can be achieved safely, ______Page 6 of 18 Chapter 12 – Walking, Cycling & Rights of Way

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either by reducing the volume and/or speed of traffic or reallocating road space to cyclists. However, there can still be a role for shared-use facilities.

12.23 Cycle infrastructure, as with the rest of the highway network, suffers from wear and tear, and pressure on maintenance budgets can cause cycleways to suffer. It is important to maintain safe and user-friendly cycleways, as poorly maintained or badly designed infrastructure can discourage cycling.

12.24 Theft of cycles can discourage cycling. Secure cycle parking can deter theft but must be located in convenient positions at major destinations. Insufficient amounts of cycle parking can encourage 'informal' cycle parking on street furniture, which can affect pedestrians.

Developing Cycling Networks

12.25 Since 2001, Oxfordshire County Council’s long term aspiration has been the development of dual cycle networks in its main towns. This approach has consisted of making conditions on main roads attractive for confident cyclists to use, while providing alternative routes comprising off road and/or quiet road sections for younger or less confident cyclists. It has formed the basis for the development of the cycle network in Oxford in particular, where it is strongly supported by cycle groups.

12.26 However, many of the quiet/off road routes are indirect and lack priority over traffic at junctions to the extent that journey times can be unattractive for commuters and other regular users. Furthermore, the experience of cycling on some main roads can be unpleasant even for experienced riders due to conflict with other traffic. Oxfordshire County Council remains committed to the principle that cyclists have every right to use the whole county road network including main roads, particularly in Oxford where there are large flows of cyclists on some main radial roads. However, future development of cycle networks throughout Oxfordshire will emphasise developing safe, direct, attractive, and well-signed routes which can cater for the majority of cyclists. In some locations a dual network approach may still be appropriate. All reasonable destinations need to be accessible by cycle and routes to these should be cycle-friendly if not part of the official network.

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12.27 This process will include investigations of the following:

∗ improving safety and convenience on cycle paths at side roads and junctions; ∗ measures to improve cycle permeability in built up areas by the addition of new cycle links; ∗ measures such as contra-flow cycling on one-way streets and the use of direct “cut-through” routes; ∗ measures to reduce the hazards faced by cyclists at junctions; ∗ providing cycle "bypasses", allowing cyclists to avoid traffic signals, or advance stop lines; ∗ providing more and better quality cycle parking at strategic places, including at public transport hubs, for instance Park & Ride sites; ∗ promoting cycling as a quick, flexible, and cheap alternative for short trips; ∗ converting inter-urban footpaths/footways (and those providing links to employment centres) to bridleways or cycletracks to allow cycling; ∗ linking new residential or commercial development and existing businesses, employment, retail, leisure and health centres with signed cycle routes; ∗ improving access at some existing main employment sites, such as business and retail parks, and encouraging businesses to install cycle parking, changing and shower facilities, etc; ∗ providing safe routes to schools and colleges; ∗ routes to stations and other public transport hubs in order to facilitate multi-modal journeys; ∗ encouraging travel plans to include information that encourages cycling; and ∗ improving conditions for inter-urban cycling by joining-up existing routes and identifying new routes.

12.28 In addition, cycling can be encouraged by appropriate design and maintenance of other road features, including:

∗ sufficient space for pedestrians, cyclists, and horse riders (where appropriate) on shared or dual-use paths. ∗ properly maintained paths (particularly repair of damage resulting from adverse weather), kept free of obstacles and ______Page 8 of 18 Chapter 12 – Walking, Cycling & Rights of Way

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over-growth. On-road cycle lanes should be of an adequate width to allow for safe cycling and included in road maintenance work, which should extend from kerb to kerb; ∗ public realm improvements designed to take account of cyclists. Provision for cyclists should be incorporated into improvements, especially where it provides an important cycling link; ∗ good signage of the best routes for cyclists, coupled with mapping and information; ∗ innovative techniques employed in road design, particularly cycle infrastructure. In areas where there is scope for increasing cycling levels, or where cycle safety is seen as a priority, cyclability audits will be carried out. These will focus on the existing transport network to identify current deficiencies and opportunities for improvement, evaluating the quality of the cycling environment from the point of view of those who use it rather than those who manage it; and ∗ cycle friendly traffic calming is also important, as features such as pinch points can force cyclists into the general traffic, increasing conflict between modes and the potential for casualties. Alternative measures such as speed cushions are more cycle friendly but, if road narrowing is unavoidable, the width of the marked cycle lane should be maintained to indicate to drivers that they are encroaching on cyclists’ space.

12.29 Parking policies and related initiatives (e.g. car clubs) can help to reduce car ownership and use, and therefore encourage cycling for shorter trips. Cycling should be promoted in these areas and information should be provided on preferred routes. Where parking restrictions are implemented, suitable cycling infrastructure, such as cycle parking, should be provided.

Partnership working

12.30 Oxfordshire County Council will encourage work places and other locations to set-up or expand bicycle user groups (BUGs) to help promote and encourage cycling and inform it of problems/barriers and potential solutions. Working with schools, workplaces, the health sector, public transport operators, and cycle user groups, is important for any cycling strategy to be

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successful.

12.31 We will work with our partners to provide, or encourage the provision of appropriately located areas where young people can ride their bikes in relative safety to generate interest in cycling.

Public rights of way and access to natural areas

12.32 A well-maintained and connected public rights of way and accessible green space network, with information and improvements that meet the needs of users and potential users, enables residents and visitors to enjoy all of Oxfordshire on foot, by bicycle, and on horseback.

12.33 People use public rights of way, cycle tracks, and open areas for recreation and commuting, and they also enable people to connect with nature and experience wildlife. In addition to transport, the paths provide opportunities for fitness, relaxation, education and play.

12.34 In addition to rights of way and areas of green space, walkers, cyclists, and horse riders are legitimate users of the road network, and these roads often form part of their journeys. They are vulnerable road users and so should have measures put in place to ensure their safety and consideration by vehicular traffic.

12.35 Under section 60 of the Countryside and Rights of Way Act 2000, Oxfordshire County Council has produced a Rights of Way Improvement Plan (RoWIP) (2006) which sets out its vision for improving, modernising and sustaining access to the countryside for residents and visitors. The RoWIP is directly compatible with the Local Transport Plan and both strategies contribute to, and complement, each other.

12.36 As part of developing Oxfordshire’s RoWIP, user groups, individuals and local councils were asked to supply views about access needs and their suggestions for improvements to the network. Since then, annual delivery action plans have sought improvements and there have been significant gains – but at the same time the network still needs improvement. Community Led Plans also often highlight the connecting, maintaining, and publicising of local walks, as well as identifying potential new routes, particularly cycle paths to nearby settlements. ______Page 10 of 18 Chapter 12 – Walking, Cycling & Rights of Way

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Assessed User needs

12.37 There are three main types of non-motor vehicle user in the countryside: walkers; horse riders; and cyclists. Each person wanting to use a path has their own set of needs and expectations.

All users – require: an absence of obstructions and unnecessary physical restrictions to access; paths signed according to the ease of following the route; enough information about a route on and off site in order to assess its suitability for their intended use; secure car parking or, preferably, easy access from settlements or public transport; opportunities for refreshments, and toilet facilities; safe and convenient crossings of roads and rail lines; safe and convenient furniture on paths; and overall, an integrated and well-managed green network that allows them to explore and enjoy the whole of Oxfordshire with confidence.

Users with lower levels of agility – all of the above plus: gaps or pedestrian gates instead of stiles or field gates; handrails on steep slopes or beside steep drops; steps instead of steep slopes; resting places; and information about short, pleasant routes close to settlements and attractions.

Users with mobility impairments (wheelchair/pushchair) – all of the above, plus: absence of man-made obstructions; gaps or accessible gates; car parks with designated spaces and direct access; dropped kerbs; shallow vertical and horizontal slopes and minimal cambers; reasonably flat and stone/mud free surfaces; information at a suitable height and position; and well- publicised information and guide leaflets.

Users with visual impairments – all of the above, plus: absence of hazards within path surfaces and in the space surrounding the path’s sides and to a reasonable height; well-defined edges, signing and information; and possibly tapping rails or Braille signage.

Cyclists – all of the above, plus: wide, well maintained traffic-free paths, with firm and smooth surfaces; no low branches or other hazards; gates should be easily opened.

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stone; no branches below 10 feet (three metres) in height; gates wide enough and easily opened from horseback; safe refuges at roadside enabling risk-free gate negotiation; links along the roadside to connect public rights of way and avoid traffic impacts; traffic should be controlled and aware where road use is necessary, using, for example, measures such as speed controls, better sight lines, and good road signage.

Challenges to meeting user needs

12.38 There are a number of challenges associated with meeting the needs and desires of residents and visitors to Oxfordshire, and meeting the authority’s statutory duties. These come under the two areas of network availability (the physical aspects of the network) and network accessibility (the ‘where’ and ‘how’ this access can be gained).

12.39 Network Availability - The public rights of way network on-the- ground is subject to a number of dynamic seasonal, natural and manmade factors, both regular and random. This makes it challenging to be able to guarantee that all the paths will be available all of the time. Reasons for this may include the right of farmers to disturb the path under certain conditions, seasonal or cyclical vegetation growth, random third party impacts such as fly-tipping and vandalism, or elemental impacts such as flooding or river bank collapse. Whilst Oxfordshire County Council can and does aspire to having all paths open all of the time, in reality all we can do is to prevent and manage these impacts to the extent that resources and technology allow.

12.40 Residential and commercial developments of all sizes may impact on the public’s access. Development should not damage or reduce public rights of way and countryside access provision, either directly or indirectly. Residential and commercial developments should be integrated with existing public rights of way to enable the continued and increased use of the routes as part of a wider network. This will meet shared sustainable transport, healthy living, and environmental goals, and provide mitigation for any increased population or traffic impacts, as well as providing community benefit.

12.41 Public rights of way and accessible natural green spaces need to be well maintained, safe and easy to use, and they need to interact positively with the road network. This means that the ______Page 12 of 18 Chapter 12 – Walking, Cycling & Rights of Way

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legal line, surface, drainage, infrastructure (bridges, gates, signs etc), vegetation management, and use of the land, should be fit for purpose across the whole of the county in all settlement types. It also means that safe road crossings, linking road verge routes, and the minor roads and unsurfaced highways network, need to be provided and maintained so that there is continuity of experience and safety.

12.42 The public rights of way network is disjointed and disconnected in many places where it interacts with the road network – predominantly where rights of way start and finish at busy roads, or where rights of way are staggered along a busy or hazardous road with no safe connection between them. This lack of connectivity can prevent users, especially equestrians, from making the most of this resource and may increase the risk of accidents involving vehicles. Road verge links and in-field links, as well as traffic control measures, can all help to address this.

12.43 Some parts of the county have a denser or more connected network than others. Where there are areas of low provision, there could be measures to provide new key routes to give access to the wider networks. Where there are areas of apparently high provision, there needs to be improved management of the network and smaller links so that the whole area is better connected.

12.44 Network Accessibility - Local residents and visitors need readily available and easy to understand information on where they can go and what they can and should do whilst they are using public rights of way and accessible natural areas. This includes options for how to get to the countryside, such as information on bus and train services.

12.45 The countryside is made up of a living and working landscape of farms and rural businesses that can pose potentially hazardous situations or offer opportunity for conflict, such as between livestock farmers and dog walkers. These situations mean that farmers and path users need mutual appreciation and respect, and the council can assist by providing information and positive intervention with all parties.

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for leisure, and also helps users to build their confidence in an environment with less traffic. This can lead to greater use of non- motorised travel modes for commuting and social journeys as well as contributing to the local economy when used for leisure.

12.47 Unfortunately, to add to the issue of the disjointed network, information for less experienced users on the safety of a particular road that forms part of their chosen journey is sometimes missing. This could be information about the location of footways, cycleways or multipurpose verges, or whether roads offer comfortable space for pedestrians, cyclist, and horse riders. One way to address this is to promote routes that offer relatively safe options. Other approaches may include the provision of better links and providing more information on the ground and in local communities.

12.48 Shared space or access corridors for pedestrians, cyclists, and other users, are widespread throughout Oxfordshire, especially on the rural public rights of way network for leisure use and on sections of the Thames Path in Oxford for commuting, leisure and sporting activities. However there is concern about what is seen as the intrusion of cycles into what have traditionally been pedestrian only areas, or onto routes previously only used by walkers and horse riders, such as when rural bridleways are surfaced to allow easier cycling.

12.49 Vulnerable pedestrians, such as older and/or visually impaired people, or those with pushchairs and young children, may be especially apprehensive about the proximity of fast and perhaps inconsiderate cyclists. On public rights of way, fast moving and brightly coloured cyclists can startle horses and cause potentially dangerous reactions. Walkers on country paths can also be startled by fast moving cyclists or may not be aware that they are approaching and step into their paths. Therefore these should only be undertaken after consultation with local communities and user groups. Any proposals for additional shared access corridors should consider information and education on responsible use as part of their design.

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Appendix Oxfordshire’s public rights of way network – assessment of connectivity

As part of Oxfordshire County Council’s work to achieve the aims of the Oxfordshire Rights of Way Improvement Plan, the public rights of way network has been assessed using a Geographical Information System (GIS).

This has enabled the production of graphics to show the relative connectivity for each kilometre square across the county. The graphics are colour-coded for ease of reference and simple comparison. Better- connected areas are shaded green, whilst areas more poorly connected are shaded red. Figures shown are in units of metres per square kilometre.

There are two graphics: the first shows the connected walking network options using all types of public right of way (footpath, bridleway, restricted byway and byway); the second is that connected network available to cyclists and horse riders using all types of public rights of way except footpaths. It is not simply a count of the routes within each square, but rather is a count of the amount of connected network that each square has access to.

This information is intended to be used as a tool to help identify poorly connected areas that could potentially benefit from additional routes through the countryside, as well as measures on roads that could help improve connectivity and safety in areas with a more connected network. These could be stand alone projects or schemes that are linked to an area’s Local Development Framework, green infrastructure strategy, or a particular development.

The study was not able to take account of the other access resources that are available the public, including access land, the minor and unsurfaced road network, cycle tracks, permissive paths under stewardship agreements, nature reserves, Woodland Trust and National Trust areas, and areas made available under Inheritance Tax exemptions. These should be considered as part of any detailed assessments.

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Oxford

Oxford has a range of transport issues that are significantly different to those found elsewhere in the county.

Priorities

The priorities for Oxford are to:

High priority ∗ reduce congestion; ∗ develop and increase the use of high quality, welcoming public transport; ∗ develop and increase cycling and walking for local journeys, recreation and health;

Medium priority ∗ improve the condition of local roads, footways and cycleways, including resilience to climate change; ∗ secure infrastructure and services to support development; ∗ reduce carbon emissions from transport; ∗ improve air quality, reduce other environmental impacts and enhance the street environment;

Low priority ∗ reduce casualties and the dangers associated with travel; and ∗ improve accessibility to work, education and services.

Scenarios

The proposed scenario for Oxford involves the following investment package:

High investment ∗ walking ∗ cycling ∗ low emission vehicles

Medium investment ______Page 1 of 2 Introduction - Oxford Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ rail ∗ park & ride ∗ bus

Low investment ∗ traffic management ∗ behavioural change ∗ slower speeds ∗ freight management

It is on the basis of this approved scenario that the Oxford area transport strategy has been developed.

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13. Oxford Area Strategy

13.1 Oxford is the county town of Oxfordshire with a resident population of over 151,000 (plus a temporary population of around 40,000 students); 8.8 million tourists visit each year. It is the largest employment centre for the county, providing around a third of all jobs. Although it is the county's main focus for retail and entertainment, it competes with several major centres within an hour's drive, notably Reading and Milton Keynes.

13.2 Beyond its role as a county town, Oxford has a regional role as a major provider of health services, a world-class educational and cultural centre, an international centre for business and manufacturing and a global tourist destination. All of this makes Oxford an extremely attractive destination and creates huge current and potential future economic benefits, but also puts pressure on the city's transport network.

Transport within Oxford

13.3 Development and road building have been restricted by Oxford’s built heritage, its waterways and the floodplain, with the result that the majority of the city's developed land is to the east of the city centre. To the north, west and south of the city, development is concentrated on narrow spurs of land alongside four radial routes. To the east, radial routes converge at The Plain, linking to the city centre via Magdalen Bridge and the High Street.

13.4 In this chapter, the outer wards adjoining the ring road, which include the major employment areas in Headington and Cowley, are together described as the ‘Eastern Arc’. These wards contain a large proportion of the city’s employment land, and over 50% of the city’s population. This is shown in Figure 1.

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Figure 13.1 Eastern Arc and major employment in Oxford

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13.5 The ring road links the outer housing and major employment areas of the Eastern Arc, but road access between the eastern radials further in to the city centre is limited. One classified route exists (the B4495), linking Summertown and south Oxford via Headington and Cowley, but this route is indirect, is not continuous and is often heavily congested at its junctions with the radial routes.

13.6 A variety of factors led to severe congestion in the city centre as the 20th century progressed, but an inner ring road was resisted. Transport planning policy was instead directed towards reducing the amount of traffic in the city centre through a variety of traffic management measures including bus priority and parking restrictions and providing comprehensive park and ride facilities and cycle infrastructure. Car access to the city centre was severely restricted as part of the Oxford Transport Strategy in the late 1990s resulting in improved conditions for pedestrians and cyclists, and contributing to Oxford’s high frequency bus network: probably the best in the UK outside London.

13.7 To the west, Oxford is bypassed by the A34 which is a major north- south trunk road linking the midlands with the South Coast ports. There are three junctions from the A34 linking to Oxford. It also provides the major link between the larger towns of the central Oxfordshire area. It suffers from congestion caused by the combination of longer distance through trips and local Oxford and Oxfordshire trips. The northern, eastern and southern bypass roads carry traffic to the Eastern Arc as well as linking to London via the A40/M40.

13.8 Compared with other towns and cities outside London, Oxford is well served by high quality local public transport, with a 'turn up and go' level of service on the radial routes into the city centre. Oxford has one of the most modern, accessible and environmentally friendly bus fleets in the UK. However, bus services are concentrated on the radial routes, and many non-radial journeys, including those around the Eastern Arc, are difficult to make by bus.

13.9 Oxford has five park and ride sites (see figure 1), with parking space for more than 5000 cars, high frequency bus services to the city centre and some services from three of the sites directly to

______Page 3 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______hospitals in the Headington area. The park and ride system is very well used: average maximum car park occupancy across the five sites is over 80%, and Thornhill is often full by 9am. The city also benefits from high frequency coach services to London. These terminate at Gloucester Green bus station and stop at intervals on their way through Oxford, as well as at Thornhill Park and Ride.

13.10 Oxford rail station has frequent trains to London Paddington, and Cross Country services to the south coast and the north as well as more limited services to Worcester and Bicester Town. The rail station is a ten-minute walk from the commercial centre of Oxford. However, it takes up to 30 minutes by bus to Headington and Cowley at peak times. Oxford rail station also attracts a large number of in-commuters.

13.11 At the time of writing, Chiltern Rail’s Evergreen 3 proposals include a new rail station at Water Eaton served by trains from Oxford to London Marylebone via Bicester. In the longer term, the East West Rail project seeks to promote a new, direct regional rail link between Reading, Oxford, Milton Keynes and East Anglia.

13.12 Oxford's provision for cyclists is one of the most comprehensive in the country with cycle lanes on many of the main roads, traffic speeds generally less than 30mph and 20mph limits on all side roads and many quiet routes away from the main radial roads. Inner parts of Oxford, in particular, have a clearly developed cycling culture.

Goals and objectives

13.13 The following visions, which are specific to Oxford, reflect the city’s special regional, national and international role.

13.14 The Oxford Sustainable Community Strategy sets out a vision for Oxford as follows:

‘Oxford will be a world-class city for everyone. Oxford as a city will build on its heritage and its international reputation as a place of learning and innovation to create high quality life outcomes for all those who live in the city. We shall develop a city that becomes carbon neutral with high eco standards that protect the health and wealth of all our citizens and which will be a model of good

______Page 4 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______practice locally, nationally and internationally. We shall enhance the role of the city within Oxfordshire and the South East of England as a sub-regional capital assisting surrounding areas by the development of high quality, sub-regional and regional services and facilities.’

13.15 The Oxford Core Strategy vision seeks to build on Oxford’s many strengths, but goes further, to emphasise the need to provide everyone with the opportunity to achieve a high quality of life, including providing more affordable and family homes.

13.16 The agreed LTP3 priorities for Oxford support these visions in terms of ensuring economic success and therefore employment, reducing carbon emissions, protecting health, and accommodating additional housing development. However, they also need to play their part in achieving the more ambitious vision for the city to have an enhanced role as a ‘sub-regional capital’, and to be a ‘model of good practice locally, nationally and internationally’.

Challenges

13.17 Oxfordshire County Council will face a range of challenges, constraints and pressures in achieving these objectives for Oxford, in addition to financial pressures.

Environmental 13.18 Construction of new transport infrastructure in Oxford is constrained by the city’s topography and its built heritage, as well as its green spaces and the green belt. Figure 2 illustrates a number of these. However, Oxford is a relatively compact city, allowing many people the opportunity to live within walking or cycling distance of their employment. The city’s waterways and many green spaces provide good opportunities for further cycling and walking links.

Housing and employment 13.19 There is a recognised need to provide more housing within the city. This will help to address the imbalance between housing and employment. Oxford has the second highest job density (number of jobs relative to working age population) in south east England,

______Page 5 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______and this results in a high level of in-commuting – the major cause of congestion at peak times.

13.20 Much of Oxford’s housing is in the Eastern Arc, with large estates extending outside the ring road to the east and southeast. Further housing development is planned outside the ring road e.g. at Barton and other regeneration areas (as well as in the West End of the city centre and other smaller sites in the city). Outside the city centre, the city’s major employment sites are also located predominantly in the Eastern Arc – see Figure 1. While access to the city centre by public transport is good, it is more limited within the Eastern Arc, meaning that many people do not have easy access to jobs relatively near to where they live. The cycle network in the Eastern Arc is not as joined up as it could be, and cyclists sometimes have to negotiate busy roads and cycle- unfriendly junctions, making cycling unattractive to many people.

13.21 Access to employment in the Eastern Arc from outside Oxford is difficult other than by car. Oxford is well served by public transport on its radial routes, but park and ride services do not exist to key employment locations in the Cowley and Littlemore area, and the lack of direct bus services from outside Oxford is one of the main reasons why people drive to them. Driving is made more attractive by the availability of a large amount of free workplace parking in the area – a total of over 12,000 spaces at the largest ten employers.

13.22 Three major hospitals are located in Headington, serving patients from across the region. Some direct park and ride services do exist but most patients and visitors from outside the city choose to drive. As there is no direct access from the ring road, hospital trips contribute to congestion on routes into Headington and along the B4495.

13.23 Areas of housing close to the city centre and around Headington contain a high proportion of houses in multiple occupancy (HMOs). The high density of occupancy makes these areas easy to serve with public transport but, combined with the lack of off- street parking, it also means that streets are dominated by parked cars. The need to consider the car parking needs of residents can restrict the scope for transport improvements.

______Page 6 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Retail

13.24 The Westgate Centre in the West End of the city centre is very likely to be redeveloped and substantially extended in this LTP period, which will lead to an increase in demand for trips to the city centre.

13.25 In the Eastern Arc, Cowley Centre has been designated the primary district centre of Oxford in the emerging Core Strategy for Oxford, which means it is likely to become the focus for retail development in the city in the medium to long term. This is likely to increase demand for trips to Cowley Centre, both from within and outside Oxford.

Traffic growth and congestion

13.26 Traffic flows into the city centre have been maintained at roughly the levels they dropped to following the implementation of the Oxford Transport Strategy central area measures in 1999. Despite this, there is still considerable congestion on some of the main approaches to the city centre at peak times, particularly the routes leading into Frideswide Square. Outside the city centre, background traffic growth, as well as development, has led to significant congestion on other parts of the network, in particular at key junctions on the ring road and the approaches to Oxford (see Figures 3 & 4). Much of this is caused by car trips to the major employment areas in the Eastern Arc. Two of the park and ride sites are regularly full (Seacourt and Thornhill) and two others (Pear Tree and Water Eaton) are approaching full capacity.

13.27 Traffic growth generally across the South East has been forecast to rise by 24% between 2003 and 2015, and by 35% by 2025. Specific predictions for Oxford are difficult because of the uncertainty over the number of additional dwellings to be built around the county. However, the following planned and possible developments could have a significant impact on the network (see Figure 5):

 housing development within Oxford, especially at Barton and the regeneration areas;  mixed development in the West End of Oxford city centre;  a new rail station at Water Eaton with fast services to Bicester and London; ______Page 7 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______ further development at Oxford Business Park and Oxford Science Park;  intensification of use of hospital sites in Headington  development of the Northern Gateway – predominantly for employment - subject to the development of a robust transport solution being identified through an Area Action Plan; and  housing development outside the city, particularly at Science Vale and Bicester.

There is expected to be particular pressure on the ring road, especially at Wolvercote and Cutteslowe roundabouts and the A34, which already suffer from peak congestion.

13.28 It is likely that car ownership will continue to rise, increasing the likelihood that people will choose driving as the preferred mode for travel, and making it all the more important to plan new development so that other modes are more attractive.

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Figure 13.2 Oxford – major roads and environmental constraints

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Figure 13.3 Oxford average congestion 07.00 – 10.00 September 2008 to August 2009 ______Page 10 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Figure 13.4 Oxford average congestion 16.30 – 18.30 September 2008 to August 2009

______Page 11 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______13.29 Without a strategy to reduce or prevent the increase in traffic in Oxford and on the approaches to it, the average delay to individual journeys will be very significant and damaging to the economy, as well as the quality of life of residents. Delays not only present a problem for car drivers, but also for public transport users: many key junctions lack bus priority, leading to poor journey time reliability. The increase in traffic would make conditions for pedestrians and cyclists worse, and would cause a deterioration in air quality. Many current drivers, particularly those with free workplace parking, will be less likely to switch mode if they do not perceive any benefits from giving up the comfort of their own car.

13.30 Rail congestion also affects train services at Oxford station and the rail industry has plans to increase capacity as well as provide additional services to London via a new station at Water Eaton. However, this will increase the demand for travel to the stations.

13.31 Bus capacity is likely to increase in response to demand. This fits with the objective of encouraging greater use of public transport but where routes converge in the city centre the number of buses already has a major impact on air quality and the pedestrian environment as well as damaging the historic character of important streets. Without a proper strategy this problem will get worse potentially damaging the economy and making walking and cycling in the city centre less attractive.

Air quality

13.32 The national threshold for the air pollutant nitrogen dioxide is exceeded at eight locations in the city. Traffic is the main source of emissions at all eight of these “hotspots”. The hotspots are:

 city centre;  Headington roundabout;  Headington centre;  Summertown centre;  Cowley centre;  Wolvercote roundabout;

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Figure 13.5 Future developments and regeneration areas in Oxford

______Page 13 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______ Cutteslowe roundabout; and  Weirs Lane.

These are shown on Figure 6.

13.33 To ensure a co-ordinated approach to improving air quality in these eight hotspots, Oxford City Council has declared a citywide Air Quality Management Area, which will lead to the production of a citywide Air Quality Action Plan. This plan will be developed jointly by the city and county councils and will be an integral part of the area strategy for Oxford.

Geographic priorities

13.34 Demand for travel in Oxford is focused strongly on destinations in the city centre and the Eastern Arc. The amount of peak time car travel to the Eastern Arc is a major contributor to congestion at many of Oxford’s hotspots, in particular at junctions around the B4495, which links Summertown and Cowley via Headington, and on the northern and southern approaches to Oxford.

13.35 This congestion delays journeys to key destinations in Oxford, as well as trips through the county. It causes many drivers to divert away from main routes affecting the quality of life in residential areas. It affects air quality and can make cycling and walking unattractive. Our strategy therefore focuses on transport to and within the city centre and the Eastern Arc.

City centre, including the University Science Area and the West End

13.36 Transport policy since the 1970s has resulted in relatively low car use for trips to and across the commercial and retail heart of the city centre. With increased demand for travel stimulated by development of housing in the city and around the county, as well as city centre attractions, it will be important to further reduce this low car mode share, in particular by increasing the proportion of people who walk or cycle. It will also be important to support the economy and accommodate more people using the city centre by enhancing the pedestrian environment. A design guide has been agreed between County and City Councils covering works design, street furniture and

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Figure 13.6 Air pollution hotspots in Oxford

______Page 15 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______materials. It may be appropriate to extend the principles contained in this guide to other parts of the city in the future. Air quality remains a concern along much of the city centre road network, as does the impact of traffic on the historic fabric of the city and the pedestrian experience.

13.37 Our strategy for the city centre focuses on  improving access via sustainable modes;  improving non-car cross-centre journeys including interchanges;  enhancing the pedestrian environment to facilitate interchange between modes and help the local economy;  improving air quality; and  reducing private car use relative to sustainable modes for journeys through the University science area.

The ‘Eastern Arc’

13.38 Much of Oxford’s employment is concentrated at sites in Cowley (e.g. BMW, Oxford Business Park, Oxford Science Park) and Headington (major hospitals and Oxford Brookes University). As well as being major attractors for work trips, the hospitals also attract large numbers of healthcare based car trips. The Cowley sites in particular have large amounts of workplace parking and no direct public transport access to park and ride sites. This means that many people from outside Oxford travelling to work in the Cowley and Headington areas choose to drive – see Figures 7 & 8.

13.39 Park and ride services to Headington exist but are limited by parking capacity at Thornhill and affected by long journey times from Water Eaton and Redbridge. While the major employers in Headington have policies in place to restrict workplace parking, the hospitals consider some parking essential for the efficient delivery of health services.

13.40 Significantly, journeys to Eastern Arc employment from outside Oxford cause congestion problems on the northern and southern approaches to the city in particular, but also on parts of the B4495, which links Summertown and Abingdon Road, via Headington, Cowley and Rose Hill.

______Page 16 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______13.41 Much of Oxford’s housing is also located in the Eastern Arc, and many of the car journeys to local employers are short journeys from within the city. Local bus services within the Eastern Arc exist, but congestion along the B4495 causes delays and service unreliability. The cycle network is often inconsistent, making cycling unattractive. This makes it difficult to encourage people to switch mode for local journeys. Further development is planned up till 2026 (with more likely beyond then) at locations in the Eastern Arc, such as Barton. The resulting increased demand for car travel would impact further on current congestion hotspots. It is important that people moving into new developments should choose non-car modes for their journey to work. Particularly for private car journeys to and between destinations in the Eastern Arc, drivers have a choice between the ring road, the B4495 and minor residential roads. Making the ring road the preferred choice for drivers, whilst accommodating through trips, is an important element of our strategy.

13.42 Our strategy for the Eastern Arc focuses on:  delivering a form of high quality “rapid transit” public transport (which could be high quality conventional bus, light rail or guided trolleybus), serving park and ride sites and major employment and housing areas in the Eastern Arc;  working with employers to develop travel plans and reduce the availability of car parking for staff;  improving the reliability of local bus services, and improving cycling links, to encourage mode switch away from car travel for shorter journeys;  investigating how bus interchange can be improved, potentially as part of the redevelopment of the city's West End; and  tackling congestion at key junctions on the ring road.

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Figure 13.7 Origins of people driving to the Headington Figure 13.8 Air pollution hotspots in Oxford area (OX3) for work or study Figure 13.6 Air pollution hotspots in Oxford

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Other parts of Oxford 13.43 In other parts of Oxford there is scope to increase the uptake of public transport, walking and cycling, and our strategy includes some measures to achieve this. This recognises the importance of providing a joined up network across the city which can influence mode choice for all journeys, including those affecting the priority areas.

13.44 There will be improvements in local centres to encourage more people to shop locally thereby helping local businesses to thrive and reducing the need to travel. In particular, walking and cycling access to these areas will be improved.

Strategy measures

Park and ride strategy

Park and ride will be provided to ‘intercept’ journeys that would otherwise continue by car to destinations in the city. It will support a continuing reduction in workplace car parking within the city and the development of public transport alternatives to driving.

13.45 This will be achieved by increasing capacity for accessing the city centre by park and ride, and introducing new park and ride services to the Eastern Arc.

13.46 It will be important to ensure that car mileage for individual trips is minimised by ensuring that bus services from outside Oxford remain more attractive than park and ride while maintaining the attractiveness of travelling by park and ride in preference to driving into the city. Pricing mechanisms that reflect this hierarchy will be considered including the possibility of different tariffs at different times of the day or week.

13.47 There will be a need to ensure good access to the park and ride sites including careful consideration of the impact on all modes using local transport networks.

13.48 Schemes will include: ______Page 19 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______ expansion of Thornhill Park and Ride car park;  delivery of high quality mass “rapid transit” park and ride access to major employment and housing areas in the Eastern Arc;  the expansion, access improvements and changes to operations at other park and rides and potential additional sites (including remote sites), taking into account Water Eaton rail station and a new orbital service;  the use of park and ride as interchanges, particularly into whether this would increase or decrease bus use from rural areas; and  the business case for cycle hire/loan facilities at some or all of the park and ride sites to enable users to access a greater number of destinations than would be achievable by bus alone.

Rail strategy

Access to Oxford by rail will be improved, with the aim of getting as many people as possible with convenient access to a nearby local station, to travel to Oxford by train.

13.49 This will be achieved by:

 working with the rail industry to improve rail capacity and the passenger experience at Oxford, and to improve rail links;  working with the rail industry to provide good access to a new proposed rail station at Water Eaton including careful consideration of the impact on all modes using local transport networks and encouraging access by non-car modes, particularly where existing public transport passes near to the site; and  improving pedestrian and cycle links between Oxford station and the city centre and University Science Area and working to improve bus links and interchange facilities.

13.50 Schemes and investigative work will include:  Oxford rail station forecourt improvements;

______Page 20 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______ public realm schemes to improve conditions for pedestrians in Frideswide Square and approaches to it, George Street, Magdalen Street and St Giles; and  access to Water Eaton station from the road network as well as by public transport and cycling.

Traffic management strategy

Traffic will be managed in a way that minimises congestion where it is most harmful such as in the city centre, areas of poor air quality, bus routes and strategic routes. This will include better co-ordination of junction and road capacities. However, there are limits to how much traffic can be accommodated on the road network and there will therefore be an investigation into more stringent demand management measures, including high occupancy vehicle lanes and road user charging.

13.51 Frideswide Square will be redesigned to reduce congestion on its approaches, including significant improvements to the square’s appearance and environmental quality as a key gateway to the city. Traffic management to reduce the amount of car traffic through the science area will be investigated.

13.52 In the Eastern Arc, to support improvements to public transport aimed at reducing the number of car trips to the area, traffic management will focus on  reducing the availability of commuter parking;  measures to improve bus service reliability and to encourage walking and cycling; and  subject to funding, there will be improvements to the infrastructure at key junctions on the northern and southern approaches to Oxford to reduce congestion and improve bus priority on routes into the city.

13.53 Schemes and investigative work will include:  Frideswide Square improvements including the approaches from Botley Road and St Giles;  Botley Road/A34 slip road junction improvements;

______Page 21 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______ improvements to northern approaches (Loop Farm, Peartree, Wolvercote and Cutteslowe junctions);  improvements to southern approaches (Heyford Hill, Littlemore, Kennington and Hinksey Hill junctions);  investigation into measures to reduce the amount and/or the attractiveness of workplace parking in the Eastern Arc as part of an integrated strategy to improve access by rapid transit, cycling and walking;  extension of Controlled Parking Zones or other car parking management measures to mitigate the impacts of any reductions in commuter parking, including possible increase in on-street pay and display for short term parking; and  investigation into traffic management measures to improve bus reliability and reduce private car traffic along the B4495

Walking strategy

The pedestrian environment will be improved to encourage people to walk to their destination, or to be willing to walk further as part of a journey that is made mainly by public transport. Improvements to the pedestrian environment will be made where large numbers of people already walk, to maintain the attractiveness of Oxford and help the local economy.

13.54 Pedestrian routes between the station, the city centre and the science area will be improved and there will be further schemes to improve the pedestrian experience in the city centre as a whole. These will include improved pedestrian signing.

13.55 Pedestrian access to local employment sites, service centres and bus stops will be improved, including better interchange facilities and signage. To complement the introduction of a new orbital “rapid transit” park and ride service, high quality walking routes will be developed between the stations on this route and key destinations. This is in recognition of the fact that a fast, direct, limited stop service means some people will need to walk further than they would from stops on a slower, conventional local bus service.

13.56 Schemes and investigative work will include: ______Page 22 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______ public realm improvements in the city centre (George Street, Magdalen Street, St Giles, Broad Street and Castle St);  public realm improvements in the West End of the city centre;  public realm improvements in St Clements and at The Plain;  public realm improvements in Cowley Centre;  improved pedestrian access to local bus stops, including improved interchange between orbital and radial routes in Summertown, Headington, Cowley and Rose Hill; and  walking routes arising from a new “rapid transit” park and ride service.

Cycling strategy

The environment for cycling will be improved to encourage more people to cycle, particularly for journeys to work and education. Additions to the network will include quieter, direct, ‘off road’ routes. Awareness of cycle routes will be increased through better signage and targeted promotion.

13.57 The provision of more and better managed cycle parking will encourage more people to cycle to the city centre. Radial cycle routes as well as routes across the city centre will be improved and there will be schemes to improve cycle access to park and ride sites. The feasibility of cycle hire or loan facilities at some or all of the park and ride sites will also be investigated. A cycle hub, where secure parking, cycle loan and repair facilities are brought together will be pursued if a suitable location can be identified and it can be operated on a commercial basis.

13.58 Cycle infrastructure improvements will include improved cycle access to major employers and employment areas. Infrastructure will be provided to encourage cycle access to a new “rapid transit” park and ride service.

13.59 Schemes and investigative work will include:  cycle/pedestrian improvements to allow 2-way cycling on Pembroke Street;  development of a cycle hub and improved cycle parking and management in the city centre;  Jackdaw Lane cycle and footbridge over the Thames; ______Page 23 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______ Warneford Meadow cycle route;  cycling improvements on Oxford Road, Cowley;  cycling improvements on Windmill Road;  reconstruction of Iffley Road, combined with improved cycle facilities;  reconstruction including re-marking of Marston Rd between London Place and Edgeway Road; and  identification of other ‘missing links’ and potential schemes to further join up the city’s cycle network.

Bus strategy

Improve bus services to encourage people to choose public transport over car travel. Infrastructure improvements and traffic management measures will help bus operators to run high quality, reliable and frequent services, that are seen as good alternatives to the private car; so will ticketing improvements such as smartcards.

13.60 It will be important to maintain the attractiveness and inclusiveness of travel to the city centre by bus. To achieve this there will be further bus priority measures on radial routes and improvements to ticketing arrangements as well as better bus waiting and terminal facilities. Access by bus to the University Science area will be improved and there will be an investigation into a service to assist people with mobility difficulties in crossing the city centre.

13.61 At the same time the environmental impact of buses and coaches on the city centre will be reduced, through possible changes to routeing and ticketing arrangements.

13.62 The reliability of bus services will be improved through traffic management measures to protect them from congestion. Access from outlying housing areas will be improved, where possible, taking advantage of the increased demand arising from new housing development.

13.63 Schemes and investigative work will include:  re-routeing of buses and coaches in the city centre;

______Page 24 of 26 Chapter 13 - Oxford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______ schemes targeted at reducing congestion and giving buses priority where possible in the Eastern Arc:  Hollow Way/Garsington Road  Windmill Road/The Slade  Osler Road  Headley Way  Cherwell Drive/Marsh Lane junction  Access to the main hospitals in Headington;  better bus stops and information at local bus stops in the Eastern Arc, particularly at interchange points;  London Road outbound bus priority between Wharton Road and Green Road;  Woodstock Road corridor improvements;  Banbury Road corridor improvements;  Abingdon Road corridor improvements;  schemes arising from new housing development at Barton;  investigating an electric bus routes into the city centre; and  investigating a service to assist people with mobility difficulties in crossing the city centre.

Emissions strategy

To help Oxford move towards the vision of a city ‘that becomes carbon neutral with high eco standards’, the county council will work with transport operators and businesses to reduce transport-related emissions of carbon and pollutants. This will also encourage walking and cycling, by improving air quality.

13.64 A city centre Low Emission Zone will be implemented and options will be investigated for reducing the impact of road freight transport on air quality.

13.65 The introduction of charging points for electric vehicles in the city will be investigated, and incentives for lower carbon emission vehicles will be considered.

13.66 Traffic routeing will be improved to reduce emissions in the streets with most pedestrians and residents.

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13.67 Schemes and investigative work will include:  implementation of a Low Emission Zone (LEZ) for the city centre as part of a city-wide Air Quality Action Plan;  investigation into an LEZ covering the whole city;  investigation into options for reducing carbon emissions from goods and private vehicles in the city; and  investigation of options for more efficient logistics arrangements aimed at reducing freight traffic into the city centre.

Promoting travel choice

Work with businesses and organisations to reduce congestion and its impacts, particularly in relation to the Eastern Arc. Support suitable information provision and other means to reduce the need to travel by car and inefficient car use.

13.68 When opportunities arise or resources allow this is to be achieved by:  working with schools and businesses which are contributing to congestion on the strategic road network;  improving the information available on sustainable modes of transport;  working with health authorities to publicise through social marketing the health benefits of active travel;  ensuring behaviour change activities are co-ordinated with new infrastructure provision; and  investigating other behaviour change activities as appropriate.

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Larger Towns

Oxfordshire’s larger towns are Abingdon, Banbury, Bicester, Didcot, Wantage & Grove and Witney. These are all towns where there has either been significant recent growth or where this is planned for the future. Didcot and Wantage & Grove are part of the wider Science Vale UK growth area together with Harwell, Culham, Milton Park and the areas between these settlements. A single area transport strategy has been developed for this area.

Priorities

The priorities for the Larger Towns are as follows:

High priority ∗ Reduce congestion ∗ Develop and increase the use of high quality, welcoming public transport ∗ Develop and increase cycling and walking for local journeys, recreation and health

Medium priority ∗ Improve the condition of local roads, footways and cycleways, including resilience to climate change ∗ Secure infrastructure and services to support development ∗ Reduce carbon emissions from transport ∗ Improve air quality, reduce other environmental impacts and enhance the street environment

Low priority ∗ Reduce casualties and the dangers associated with travel ∗ Improve accessibility to work, education and services

Scenarios

The proposed scenario for the larger towns involves the following investment package:

Medium investment ∗ Bus ______Page 1 of 2 Introduction - Larger Towns Oxfordshire Local Transport Plan 2011 - 2030 April 2011 ______∗ Rail ∗ Walking ∗ Cycling ∗ Highway infrastructure ∗ Park & Ride ∗ Low emission vehicles

Low investment ∗ Traffic management ∗ Behavioural change

To recognise the significant level of investment that will occur in Bicester to accompany the development of the eco-town, and the specific objectives that are being drawn up for the town, a different scenario has been drawn up for this town. This is the same as for the other larger towns but with High levels of investment in Bus, Cycling and Behavioural Change.

It is on the basis of the approved scenario that the specific area transport strategies for each settlement have been developed, taking into account the particular needs of the town in question.

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14. Abingdon Area Strategy

14.1 Abingdon is an historic market town in the Vale of White Horse district. It is 9 miles (15 km) to the south of Oxford, 7 miles (11 km) north of Didcot and has good links to the A34. The nearest national rail stations are at Didcot Parkway and Oxford, with links to London, Reading, Birmingham, and the West of England. Local rail services are available at Radley and Culham stations.

Figure 14.1 Abingdon

14.2 Abingdon lies on the banks of the rivers Ock and Thames and is bordered to the west by the A34 trunk road. The major potential environmental threat for Abingdon is from flooding of the rivers, as experienced in 2007.

14.3 Abingdon is situated to north of the employment hub of Science Vale UK, and well placed to benefit from this important area of growth and development for enterprise and innovation. Abingdon is the third-largest settlement in Oxfordshire and serves a rural hinterland that includes the parishes of Drayton, Marcham & Shippon, Sunningwell &

______Page 1 of 8 Chapter 14 - Abingdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Wootton, Kennington & South Hinksey, Sandford and Radley. It has the White Horse Leisure and Tennis Centre, the largest public sports and leisure facility in the area, and thirteen primary schools, the vast majority of which are in the north of the town. There are 3 secondary schools, each with 6th forms, located to the north of the town. Abingdon and Witney College offers post-16 education. There are also three primary and three secondary (including post-16 education) private schools within Abingdon. Abingdon has a Community Hospital with minor A&E facilities along with four GP surgeries.

Transport in Abingdon

14.4 Oxfordshire County Council developed and implementing the Abingdon Integrated Transport Strategy (AbITS) in partnership with Abingdon Town Council and the Vale of White Horse District Council. There were a number of objectives of the strategy including removing all but essential traffic from the town centre and reducing dependence on car travel by providing attractive and safe alternatives to encourage travel on foot, by bicycle or public transport, whilst recognising that many journeys require a car.

14.5 From 2006 – 2010 the AbITS town centre improvements scheme was implemented. The improvements were aimed at removing queuing traffic from High Street and Stert Street and improving the pedestrian environment. A new linked signalised entrance to the town centre was introduced, holding traffic back on Bridge Street, the Vineyard and Ock Street; Stratton Way was made two-way with a bus waiting facility included. Stert Street and High Street both had wider footways laid, with off- carriageway loading bays introduced on Stert Street. The centre of Abingdon has been greatly improved for pedestrians and high quality materials have been used, in keeping with Abingdon’s historic character.

14.6 The bus stops on Stratton Way function as a bus terminal for Abingdon and provide services to Oxford. There is a frequent service to/from Oxford every 10 minutes during the daytime, some continuing to Oxford Rail Station and others to the John Radcliffe Hospital. Buses operate frequently to Didcot Parkway Station and Didcot town centre, and there are regular services to/from Culham, Milton, Harwell, Grove and Radley. There are also subsidised bus services around the town.

______Page 2 of 8 Chapter 14 - Abingdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______14.7 There are many footways separate from the road network throughout the residential areas of Abingdon which provide attractive routes between key destinations and a good range of public rights of way that connect Abingdon to the surrounding countryside. However the network is disjointed in many places where paths meet the road network. Improved management, road crossings, and traffic-free links, could help enable more people to access the countryside on foot, cycle, or horseback.

14.8 Cycling is popular in Abingdon, with National Cycle Network Route number 5 running through part of the town. More could be done to provide better infrastructure for cyclists. At present, nearly two thirds of the Abingdon working population drive to work.

14.9 An Air Quality Management Area (AQMA) was declared in 2006: it covers the area including High Street, Stert Street, Ock Street and St Helen’s Wharf area. The town centre scheme has helped reduced the levels of pollution in the town centre, although they still exceed the national air quality objective level.

Transport Strategy

Walking

14.10 The location of key employment and retail areas on the outskirts of the town, the concentration of private and state secondary schools in the north of the town, and the River Ock, which can be a barrier to pedestrians, put more traffic onto an already congested network. There is limited publicity of ‘green routes’ for walking and cycling from residential areas to local services, schools, employment areas, and the town centre.

14.11 The topography of Abingdon is relatively flat and opportunities exist to significantly improve infrastructure for walking and cycling to enable access to local services and public transport.

14.12 Maintaining and improving links where public rights of way meet urban footways and highways could help to enable more people to feel confident in using alternatives to the private car for local journeys, recreation and accessing countryside.

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To improve facilities for all pedestrians (including disabled people) across Abingdon through developing good, clear routes from residential areas to the town centre, jobs, services, and facilities around the town, and making sure that urban links join up with rights of way in the countryside.

14.13 When resources or opportunities allow, this will be achieved by: ∗ improving facilities for pedestrians by conducting an audit of current footways. The audit will identify ways to improve walking routes by creating formal routes to key facilities, providing new and improved signage, widening footpaths, dropped kerbs, and improved crossing points, especially along routes leading to the main employment sites and schools in the town; ∗ improving connections to the rights of way network particularly where urban footways meet rural rights of way though new footpaths and signage to provide footpaths throughout the town and into the countryside; and ∗ completing the widening of the footway outside the front of the County Hall (High Street Phase 2 works).

Cycling

14.14 The employment sites on the outskirts of town are within cycling distance from many of Abingdon’s residential areas, but lack connected, legible routes from the residential area to the employment hubs.

To ensure that the best cycle routes from residential areas to local services, schools, employment areas and the town centre are publicised.

To provide good-quality cycle stands at key destinations, and infrastructure where required along key routes from the town centre to employment, education, and National Cycle Network Route no 5.

14.15 When resources or opportunities allow, this will be achieved by: ∗ improving facilities for cyclists by conducting an audit of existing cycleways, well used routes and locations of cycle ______Page 4 of 8 Chapter 14 - Abingdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______parking across Abingdon. This could include provision of additional cycle infrastructure such as cycle lanes/paths, advance stops, improved signage and crossing points to improve accessibility to key destinations including schools; ∗ providing safe and secure cycle parking in the town centre and at key destinations; and ∗ improving connections to the rights of way network particularly where urban cycleways meet rural rights of way, so that routes for recreation and access to local destinations outside the town (e.g. Radley, Culham, Milton Park, Marcham and Didcot) are improved.

Public Transport

14.16 There are some areas of deprivation in Abingdon, made worse by poor accessibility to public transport. Subsidised buses within the town do not provide services to all residential areas and cease before the afternoon peak. Access to public transport needs to be reviewed across the town, to ensure the greatest opportunities are gained for access to public transport services.

14.17 Abingdon has no direct access to rail services but there are bus services to stations at Radley, Culham, Oxford, and Didcot Stations. As there are no plans or commitments for rail to extend to Abingdon, links between residential areas of the town and the rail stations need to be preserved and expanded where possible.

14.18 All three main employment sites in Science Vale UK are served by bus services from Abingdon town centre; however increasing the attractiveness of these bus services is a key challenge.

14.19 There are excellent bus services to Oxford, but services to Didcot and local villages could be improved.

To work with local bus companies to improve and develop bus services on new and existing routes in order to increase accessibility between Abingdon and key destinations further afield, and to secure increased accessibility to further and higher education, and employment.

______Page 5 of 8 Chapter 14 - Abingdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______14.20 When resources or opportunities allow, this is to be achieved by: ∗ working with bus companies to improve bus services and infrastructure within Abingdon in such areas as the Drayton Road, Wootton Road and Northcourt Road; ∗ maintaining the good quality frequent service to Oxford; and ∗ promoting Radley station as the rail facility for Abingdon, including investigation of cycle routes from Abingdon to the station.

Behavioural Change

14.21 Abingdon town centre, Marcham Road, and Oxford Road are served by frequent bus services. Despite that, relatively more people in Abingdon drive to work compared to the county average. At the same time, the proportion of people travelling less than 5km to work is in line with county levels.

14.22 Oxfordshire County Council has worked closely with schools in Abingdon for a number of years and has found that a key barrier to cycling to school in Abingdon is parental concern about road safety. Allaying this concern is necessary if levels of cycling to school in the town are to increase.

To work with organisations and businesses to reduce the occurrence of congestion and its impact.

To support the provision of information, and platforms that reduce the need to travel or reduce inefficient car use (such as car sharing).

14.23 When resources or opportunities allow, this will be achieved by: ∗ working with those schools and businesses which are contributing to congestion on the road network; ∗ improving the level of information available on sustainable modes of transport; and ∗ investigating other behaviour change activities as appropriate.

Highways and Traffic Management

14.24 Despite the improvements brought by the Abingdon Integrated Transport Strategy, delays at key junctions during peak times ______Page 6 of 8 Chapter 14 - Abingdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______are not uncommon across the town, particularly in the town centre where the historic street layout and the A415, A4183, and B4017 converge. Abingdon has two junctions with the nearby A34. The northern-most of these, at Lodge Hill, has north facing slips only, whilst the junction to the south, Marcham Interchange, is an all movement junction.

14.25 The Thames and Ock rivers constrain access between the south of the town and the north/town centre. Road crossing points are available at Drayton Road, St Helen’s Wharf, and Abingdon Bridge; all of these are narrow and experience congestion in the peak hours.

14.26 There is a strong local desire to construct an all movement junction on the A34 at Lodge Hill to serve the north of the town and reduce traffic in the town centre and along the congested Marcham Road. Traffic modelling has shown that there would be limited benefits to town centre traffic levels and increased traffic levels on other parts of the road network and the Highways Agency have expressed concern about the scheme encouraging more local traffic onto this busy road. This would make it difficult to attract central government funding for the scheme. There are also local ambitions for a second River Thames crossing for the town that would remove east-west through-traffic from the town centre.

14.27 Both schemes are major infrastructure projects that would require significant financial. Given that the schemes are of local benefit, rather than strategic importance, they are unlikely to gain funding from central government. Furthermore, the level of development planned for the town would not generate sufficient developer funding to cover the very substantial costs.

To discourage private car trips in and around Abingdon where alternatives are provided, as well as improving existing and providing new infrastructure to accommodate travel needs.

14.28 When resources or opportunities allow this will be achieved by measures including: ∗ encouraging use of low emission vehicles as technology advances come forward, with the aim to reduce average CO2 emissions in passenger vehicles and HGVs across Oxfordshire to 130 g/km by 2030; ______Page 7 of 8 Chapter 14 - Abingdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ improving child road safety by measures including targeted crossings, signage, traffic calming; ∗ junction improvements where appropriate; ∗ better signing, to encourage greater use of the perimeter road and clearer signage to local facilities; ∗ investigating delivery/loading restrictions in the town centre for the peak hours; and ∗ discouraging private car use by physical constraints such as traffic calming.

14.29 This Area Strategy replaces the Abingdon Integrated Transport Strategy -2001 (AbITS). The new Area Strategy incorporates the measures of the AbITS. Planning obligation contributions, secured in order to mitigate the impacts of development, towards AbITS will be able to be used on the LTP3 Abingdon Area Strategy and be in accordance with the planning obligations.

______Page 8 of 8 Chapter 14 - Abingdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______15. Banbury Area Strategy

15.1 Banbury is located in the north of Oxfordshire and, with a population of nearly forty-three thousand, is the second largest settlement in Oxfordshire. It is located 38 miles (62 km) from Birmingham, 28 miles (45 km) from Oxford, and 32 miles (52 km) from Northampton. The town has a strong employment base and retail sector, along with a range of leisure and tourism facilities such as the recently redeveloped Spiceball Leisure Centre. There are eighteen primary and three secondary schools in the town.

15.2 Banbury serves a large rural hinterland that spans parts of Oxfordshire, Northamptonshire, and Warwickshire. The town is bisected by the railway, the M40, the A4260, the River Cherwell, and the Oxford Canal.

15.3 Banbury’s rivers and canals regularly flood, which limits the development options and transport solutions for the town.

Figure 15.1 Banbury

Transport in Banbury

15.4 Banbury has excellent access to the strategic transport network. It is served by Junction 11 of the M40 and a mainline rail station ______Page 1 of 12 Chapter 15 - Banbury Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______with links to Oxford, Reading, London and the south east, the west midlands, and the north.

15.5 Banbury also benefits from a good bus network serving the town centre and nearby settlements. However, some of the major employment sites are less well served by public transport.

15.6 Congestion affects the two main north/south routes in Banbury, which are important as they provide access to the town centre, main employment sites, and hospitals, as well as serving through- traffic.

15.7 Commuting to key cities such as Birmingham, London and Oxford occurs, although there is also in-commuting to Banbury. Commuting from Banbury to Oxford is mostly done by car, with train accounting for only around ten percent of journeys from Banbury to Oxford.

15.8 Nearly two thirds of workers in Banbury travel less than 10km to work. The relatively short distance travelled to work presents greater opportunity to travel by foot, bike, or bus.

15.9 Access to primary education is good as the schools are evenly distributed across the town and within walking distance from residential areas. The three secondary schools are located on the southern and western outskirts of town, which limits walking access for the majority of pupils, particularly those from the east, but these schools are on, or close to, bus routes. Although the majority of Banbury’s under-16 pupils walk to school, approximately one third are driven.

15.10 The Horton General Hospital charges for car parking and is served by various bus routes. Reaching the site by foot or bike from most residential parts of the town is more difficult.

15.11 There is a good range of public rights of way that connect Banbury to the surrounding countryside. However the network is disjointed in many places where paths meet the road network. Selected improved management, road crossings, and traffic-free links, could help enable more people to access the countryside on foot, cycle, or horseback.

Transport Strategy

15.12 The town strategy focuses on walking, cycling, bus services and local road capacity improvements, to reduce congestion ______Page 2 of 12 Chapter 15 - Banbury Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______around the town. Measures to encourage people to make fewer trips by car and replace them with trips made by foot, bike or bus will be pursued. Due to their environmental benefits, the use of low emission vehicles will be promoted as they become available.

15.13 In order to address current congestion and take account of the planned housing and economic development for Banbury, specific improvements to the highway, cycling and walking network, and bus services will be sought. This will focus on reducing car trips and congestion for journeys from residential areas to employment, health, shopping, and education. Where trips are made by car, other initiatives such as car sharing will be investigated.

Walking and the Pedestrian Environment

15.14 There is limited publicity of pedestrian (and cycling) routes from residential areas to local services, schools, employment areas, and the town centre. This means that the town can be difficult to navigate on foot, especially for visitors.

15.15 Pedestrians in Banbury can be inhibited by high levels of traffic and a general lack of travel information. Therefore, improving existing walking facilities and signage is important alongside promoting new and existing routes.

15.16 The hilly topography of certain areas, for example around Bretch Hill to the west of the town, may also mean that walking is unattractive for some people.

15.17 With the exception of Banbury town centre, the width and surface of some footways does not make them particularly attractive for pedestrians to use. To the north of Banbury, urban foot ways do not link particularly well with rights of way and rural footpaths which, if linked-up, would improve accessibility.

15.18 Maintaining and improving links where public rights of way meet urban footways and highways could cause more people to feel confident in using alternatives to the private car for local journeys and recreation.

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Improve facilities for pedestrians, including disabled people, across Banbury. Projects to improve links between employment and residential areas to key services and destinations such as the town centre, by foot, will be delivered.

Work with Cherwell District Council and developers to ensure new developments are designed to promote permeability on foot both within the site and to link with the existing settlement.

Ensure urban footways join up with rights of way and rural footpaths.

15.19 When resources or opportunities allow, this will be achieved by:

∗ improving the pedestrian environment in Banbury, particularly in the town centre and to/within residential and employment areas; ∗ improving, publicising, and promoting walking routes, such as linking the College Fields Canal Bridge (Bankside) development to the towpath to enable trips to the town centre, and by producing information on cycling, maps, and route planners; ∗ supporting redevelopment of the town centre – in particular, land at Bolton Road and proposals for a cultural quarter - to provide high-quality access to facilities for pedestrians, improved surfaces, and pedestrian crossings; ∗ improving connections to the rights of way network, particularly where urban footways meet rural rights of way, though new footpaths and signage to provide footpaths throughout the town and into the countryside; and ∗ improving walking routes between the railway station, bus station and town centre via Bridge Street and/or through Canalside.

Cycling

15.20 The size of Banbury, and the distances between some of the residential areas and the town centre and employment sites, makes cycling more attractive than walking for cross-town journeys.

15.21 Some parts of Banbury are hilly and so are less accessible by some people by cycle. The volume of traffic, including large ______Page 4 of 12 Chapter 15 - Banbury Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______lorries on some of Banbury’s roads, can also discourage cyclists from using certain routes.

15.22 Although cyclists can use bridleways, restricted byways, and byways, they often do not connect-up safely with roads that are safe to cycle on.

Improve facilities for cyclists and develop schemes which will provide a high quality cycle network. Measures will involve the provision of additional cycle infrastructure such as cycle lanes/cycle paths, advanced stops lines, and cycle parking where appropriate, with a particular focus to improve accessibility to key destinations.

Work with Cherwell District Council and developers to ensure new developments are designed to promote permeability by bike both within the site and to link with the existing settlement.

15.23 When resources or opportunities allow, this will be achieved by:

∗ conducting an audit of existing cycleways, well-used routes and locations of cycle parking across Banbury to develop schemes to deliver a high quality cycle network, for example in Grimsbury; ∗ working with Sustrans, Cherwell District Council, and British Waterways, to deliver the Connect 2 pedestrian and cycle scheme to link College Fields (Bankside) to the town centre; ∗ delivering schemes such as the Hanwell Fields 4 cycle routes along the Former Minerals Railway providing improvements to the Mineral Railway route between the existing Highlands to The Wisterias cycle track and the existing footpath east of The Magnolias; ∗ improving connections to the rights of way network particularly within urban cycle ways and northern links extending to rural rights of way; ∗ encouraging new footpaths and signage to provide cycle ways throughout the town and into the countryside, linking with the National Cycle Network; and ∗ publicising and promoting cycling routes by producing information on walking, maps and route planners. This will include promotion of cycle routes in the wider community as well as continuing the work in schools.

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Buses

15.24 Banbury caters for a variety of buses arriving and departing from the town centre. The number of people who travel to work by bus in Banbury is very low. The industrial and employment areas are concentrated in the town centre and to the north east, the latter of which is not well served by a good local bus service. Bus services within the residential areas provide a good level of daytime service; however, evening and weekend services are considerably less frequent. Bus services from surrounding rural areas are infrequent and in most cases do not provide a realistic alternative for journeys to work or for evening/weekend leisure purposes. Poor bus shelters at many bus stops do not make for an attractive waiting environment.

15.25 The services from Oxford (via Deddington), Chipping Norton, and Brackley, operate at hourly frequencies or better and provide good accessibility to the surrounding areas.

Ensure that new developments are located and designed to encourage the use of the bus, with particular attention to minimising walking distances to bus stops on the strategic routes. Seek contributions for new bus stops and associated development which are created to serve new development or developments which are an intensification of current use or change of use. Provide a frequent and comprehensive bus service from forthcoming Bankside developments.

Ensure the provision of good quality bus information at bus stops and local centres.

Improve walking and cycling links from residential and employment areas to the bus stops.

Work with the bus companies to improve the Oxford to Banbury bus route with regard to frequency (especially on the Banbury to Deddington section) and quality of bus, along with equipping vehicles with real-time information equipment.

Work with local bus companies to improve and develop bus services on existing routes and new routes in order to increase accessibility to/from residential areas to key facilities and employment sites to the north of the town, in particular.

______Page 6 of 12 Chapter 15 - Banbury Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______15.26 When resources or opportunities allow, this will be achieved by:

∗ providing better footways and pedestrian crossing facilities at bus stops; ∗ providing cycle stands at bus stops where possible, at key locations; ∗ encouraging the use of the bus by marketing and by providing passenger information through on-street equipment, websites, and mobile phones. Also through promotion of the existing PLUSBUS scheme, which enables unlimited travel by local bus to be purchased at the same time as a train ticket to enable a seamless journey; ∗ delivering an information system and infrastructure improvements at Banbury bus station, in conjunction with public realm / environmental enhancements; ∗ implementing a bus link between Bridge Street and Tramway Road to better serve the railway station, Canalside redevelopment and College Fields(Bankside); ∗ creating new bus stops that give improved access to the employment areas (for example, along Hennef Way, near Wildmere Road); ∗ implementing bus priority or other changes at junctions to reduce bus journey times; ∗ delivering bus stop improvements to a Premium Route standard on selected routes; ∗ improving the routeing, quality and level of bus services and facilities to employment areas, such as from the land North West of Junction 11 M40 (off Wildmere Road) to the Bodicote, Bankside, Easington and Hardwick areas; and ∗ promoting walking and cycling to bus stops, bus stations and railway stations.

Rail

15.27 Banbury Railway Station is located near the town centre but main roads and narrow footways mean it is not very attractive to get to by foot or by bike, nor does it have a very welcoming forecourt. A visitor’s first impression of the station is a view that is dominated by traffic and industry. Pedestrian links to the town centre are not obvious, nor to Canalside on the opposite side of the Oxford Canal or the employment and residential areas to the east of the railway. In addition, the main access to the station is from the congested Bridge Street.

______Page 7 of 12 Chapter 15 - Banbury Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______15.28 There is sufficient car parking at the station, but the lack of public transport links for rail commuters, and limited provision for cyclists, mean that the station is mainly accessed by private cars.

Improve accessibility to the station, for vehicles, pedestrians and cyclists, and its appearance through enhanced transport facilities and improved public realm that provide for all modes of travel and link the station with the rest of town.

15.29 When resources and opportunities allow, this will be achieved by:

∗ re-designing the station forecourt to create an interchange that will provide for through bus services and feature a taxi rank, better cycle facilities, and more pedestrian space, with an improved public realm giving a sense of arrival. (This may form part of the Canalside redevelopment and will help improve connectivity at the station from other areas of the town and the bus station); ∗ extending the operating hours of local buses so that commuters travelling to and from the railway station can use them; ∗ improving walking routes between the railway station, bus station and town centre via Bridge Street and/or through Canalside redevelopment with wide footpaths, dropped kerbs and signage; ∗ improving cycle routes and cycle parking and creating a cycle hub at the station with secure cycle storage; and ∗ introducing a Station Travel Plan to bring together all stakeholders to develop common objectives for reducing the impact of traffic generation and agree a co-ordinated approach to delivering them.

Behavioural change

15.30 Working with local major employers in Banbury is key to increasing sustainable forms of travel. Much can be learnt and adapted from travel behaviour and travel planning initiatives already developed at Banbury schools.

15.31 Oxfordshire County Council has already delivered pedestrian and cycle crossings, cycle lanes and cycle parking facilities at and around schools in Banbury.

______Page 8 of 12 Chapter 15 - Banbury Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Work with organisations and businesses to reduce the need to travel by car and reduce inefficient car use by improving availability and quality of travel information and supporting platforms (such as car sharing) to reduce the occurrence of congestion and its impacts. Ensure developers of new sites in Banbury undertake detailed Transport Assessments and implement travel plans for the residents, employees and users of their sites.

15.32 When resources or opportunities allow, this will be achieved by:

∗ working with businesses and schools which are contributing to congestion on the strategic road network to promote travel options other than the private car; ∗ improving the level of information available on sustainable modes of travel; ∗ promoting efficient car use through the CarShare scheme via oxfordshirecarshare.com; ∗ targeted personalised travel planning; ∗ working with Cherwell District Council to relieve congestion through appropriate car park management; ∗ exploring the potential for car clubs in the Banbury area; and ∗ encouraging the use of lower emissions vehicles as technology advances.

Highway Infrastructure and Traffic Management

15.33 The key routes in the central area suffer from heavy congestion. This arises from through traffic travelling north/south having to go through the town, from Banbury attracting a lot of traffic from the surrounding area, and from local cross-town movements by motorists wishing to access the town centre and key employment areas in Banbury. Further development in Banbury is likely to worsen congestion in the town centre.

15.34 Cherwell District Council are likely to announce Air Quality Management Areas (AQMAs) in Banbury in the near future along Hennef Way, between Daventry Road and A4260, and/or along Oxford Road, South Bar, Horse Fair, Warwick Road and Bloxham Road. The precise area will be determined by further monitoring and modelling.

______Page 9 of 12 Chapter 15 - Banbury Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

To make the best use of existing road space through appropriate traffic management measures, vehicle routing and use of technology.

To make local improvements to junctions and roads within the town to help reduce delays and traffic congestions.

To work in partnership with the Highways Agency and Cherwell District Council, as required.

15.35 When resources or opportunities allow, this will be achieved by:

∗ improving capacity on both main north south routes (A361 and A4260) but making the A4260 – Cherwell Street the primary north-south route; ∗ discouraging undesirable routing of traffic within the town; ∗ implementing appropriate traffic management measures on both the local and strategic network in Banbury; ∗ continuing to promote the long-term aspiration of Banbury relief Roads (although these are major infrastructure projects likely to require central Government funding that will not be available within the period of this Plan); ∗ supporting redevelopment of the town centre, including transport infrastructure and schemes which improve accessibility and promote travel on foot, by bike or by bus; ∗ local improvements on residential streets to help people make local trips around the town; ∗ progressing opportunities for improving walking, cycling and public transport as part of highway schemes, to ensure that travel by sustainable modes is a viable alternative to car travel, particularly between existing and future residential/ employment sites to the town centre and other key destinations, including train and bus stations; and ∗ continuing to use technology to monitor how the road network operates, to identify and resolve both short and long term problems and to provide the public and businesses with up-to-date travel information.

______Page 10 of 12 Chapter 15 - Banbury Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Figure 15.2 Future development in Banbury

15.36 This Area Strategy replaces the Banbury Integrated Transport & Land Use Strategy -2000 (BITLUS). The new Area Strategy accommodates the measures of the BITLUS. Planning obligation contributions, secured in order to mitigate the impacts of development, towards BITLUS will be able to be used on the LTP3 Banbury Area Strategy and be in accordance with the planning obligations.

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16. Bicester Area Strategy

16.1 In 2009, Bicester was designated as one of four national "eco town" locations. With this comes the requirement to deliver sustainable development to exemplar standards. This has acted as the catalyst for the Eco Bicester One Shared Vision. The Vision is for the whole of the town and underpins this Transport Strategy for Bicester.

16.2 The eco town provides the opportunity to reposition Bicester as a place where new communities are built to high environmental standards and where people across the town enjoy more sustainable lifestyles such as first rate public transport and zero-carbon technology. The challenges include: • achieving a live/work balance at north west Bicester so as to meet containment targets; • achieving a low level of car use from the new development; • using the measures being implemented in north west Bicester to change travel behaviour of people who already live and/or work in Bicester; and • getting the highway network to function with the remaining additional car trips.

16.3 Bicester is the second largest town in Cherwell district, located 12 miles (19 km) from Oxford, 18 miles (29km) from Banbury and 24 miles (38 km) from Milton Keynes. It has national road links via the A34 and the nearby M40, regional road links via the A4421 to Milton Keynes and the A 4095 to Witney, and rail links from its two stations to Oxford, London Marylebone, High Wycombe and Birmingham. The town is both a garrison and commuter town with a military logistics, storage, distribution and manufacturing base. It is one of the fastest growing towns in Oxfordshire, with large amounts of housing development in and around the town. Much of the future growth in this area will be at North West Bicester, the eco town location, with plans for a sustainable development of 5,000 homes by 2034. Bicester’s population in 2001 was 28,705. It is predicted to rise to 32,620 by 2016, up to approximately 40,000 by 2026 and 50,000 by 2034.

16.4 Bicester serves a rural hinterland that includes Fringford, Caversfield, the Astons & Heyfords, Launton, Ambrosden,

______Page 1 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______Wendelbury, Chesterton and Otmoor, as well as parts of rural Aylesbury Vale. This significantly rural area is bisected by the railway, M40 and A41, and includes some popular commuter villages. Bicester itself is home to an outlet shopping village which is extremely popular with visitors from all around the world.

Figure 16.1 Bicester

Transport in Bicester

16.5 The first Bicester Integrated Transport and Land Use Study (BicITLUS1) was completed in 2000 and a range of schemes have been delivered including pedestrian and cycle schemes and measures to encourage through traffic - particularly HGVs - to use the perimeter road rather than travelling through the centre of Bicester.

16.6 More recently, this work has been revisited to inform the District Council's Local Development Framework (LDF). This work provided guidance on the best locations (in transport terms) for further housing, employment and retail development up until 2026. It sets out what transport infrastructure is required in order to support this growth as well as the existing needs of the town.

______Page 2 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______16.7 Bicester’s growth has been influenced by its location on the strategic road network close to Junction 9 of the M40, where the A34 meets the A41; Oxfordshire County Council supports the upgrading of this junction, which is being progressed by the Highways Agency. It is also close to Junction 10 with the A43 which connects the M40 and M1.

16.8 There is a significant imbalance between homes and jobs in Bicester, with over 60% of residents leaving the town to work; 15% of these outgoing trips are into Oxford.

16.9 The predominant mode of transport in Bicester is by car and this accounts for 64% of all trips in Bicester (49% as a car driver and 15% as a passenger). Only 27% of those travelling to work by car from Bicester stay within the town, leaving the remaining 73% to travel elsewhere. Walking accounts for 24% of all trips throughout the day with cycling accounting for only 3% (2007 Household Surveys).

16.10 Bicester experiences weekday congestion especially on the A41 and B4030 outside Bicester Village Retail Park. Bicester Village has become a very popular shopping and leisure destination for over 4 million customers who visit each year. The worst traffic congestion is often at weekends or on Bank Holidays. This congestion can further create inappropriate route choices by frustrated drivers, for example through Chesterton. The problems at Bicester Village contribute to the queueing on the M40 Junction 9. There is also a congestion bottleneck at the Bucknell Road railway bridge as traffic uses this route to/from Upper Heyford and to access junction 10 of the M40.

16.11 Bicester has two railway stations: Bicester North with direct rail links to London and Birmingham, and Bicester Town which provides services to Oxford. Chiltern Railways plans to redevelop Bicester Town station and increase capacity between Bicester and Oxford as part of its Evergreen 3 project to provide two trains per hour in each direction from between Oxford and London Marylebone. Journey times between Bicester and Oxford will be reduced to just 14 minutes (from 26 minutes at present). This will provide a more sustainable alternative to car travel and reduce congestion on the A34 and M40 trunk roads. In addition to Chiltern’s plans, the East West Rail project seeks to promote a new, direct regional rail link between Science Vale UK, Oxford, Bicester, Milton Keynes and eventually East Anglia. ______Page 3 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______

16.12 As part of the town centre redevelopment, new bus bays will be provided on Manorsfield Road, plus the addition of two new roundabouts to enable turning. There is a frequent bus service between Oxford and Bicester plus various inter-urban and local services, the latter connecting many of the residential areas with the town centre.

16.13 Bicester has a number of walking and cycling routes, and opportunities will be taken to improve these to provide a higher quality walking and cycling offer. Delivery of this would give Bicester a high standard of infrastructure for walking and cycling.

16.14 There is a good range of public rights of way that connect Bicester to the surrounding countryside. However the network is disjointed in many places where paths meet the road network. Selected improvements, could help enable more people to access the countryside.

16.15 The majority of pupils at both primary and secondary schools walk to school, with a high number that cycle to school. All parts of Bicester are currently within a 15 minute cycle ride of the town centre. All of Bicester’s schools have a School Travel Plan.

Housing & Employment Pressures

16.16 By 2026, Cherwell’s economic vision for Bicester recognises that it will have grown significantly to become an important economic centre in its own right and will be significantly more self-sustaining both economically and socially. Bicester will have established itself as a location for higher-technology businesses building on its relationship with Oxford. Its economy will have become more knowledge based and the town's importance as a centre for retail and leisure will have increased. Securing and delivering key transport infrastructure alongside this will be crucial to meeting shared objectives.

16.17 Cherwell District Council’s (CDC’s) draft Core Strategy (2011 – 2026) aims to deliver 3,000 new homes at north west Bicester within the plan period, with 5,000 by 2034. This will incorporate new primary and secondary schools, open space, community and leisure facilities as well as new land for business. Five thousand new jobs will also be provided for Bicester, redressing the current imbalance with so many residents who commute ______Page 4 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______out to work. Contributions towards transport and highway schemes and travel choice initiatives in this strategy will also be secured from new developments, including North West Bicester.

16.18 Additional developments include: the town centre redevelopment, 1585 dwellings at SW Bicester, 500 dwellings at Gavray Drive, Bicester Business Park and other minor applications across the town. Additionally 700 dwellings will be developed nearby at Upper Heyford,

16.19 The One Shared Vision for Eco Bicester includes the objective to achieve a significant increase in travel by means other than the car across the town but recognises that where cars are used, encouraging use of low carbon vehicles, including electric vehicles, is more desirable. This will require supporting infrastructure, such as electric charging points for cars and buses. This will also contribute towards reducing carbon dioxide levels in Bicester; particularly relevant if an AQMA is declared.

A Transport Strategy for Bicester

16.20 The overall town strategy aims to deliver transport improvements to Bicester, aligning with the objectives and scenarios for Eco Bicester. This will be achieved by:

∗ encouraging people to make fewer trips by car and replacing these with trips made by foot, bike or bus; ∗ promoting low emission vehicles as they become available; ∗ promoting sustainable travel with wider benefits such as healthy lifestyles, improved quality of life; ∗ reducing congestion around the town; and ∗ highway improvements for the main links which vehicles are encouraged to use.

Walking & the Pedestrian Environment

16.21 Despite an extensive pedestrian network, the town’s layout can be difficult to navigate especially for visitors. A joined up and complete network of walking routes is lacking. There is also limited signing of pedestrian routes from residential areas to local services, schools, employment areas and the village centre.

______Page 5 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______

16.22 Adequate footway width and surface as well as pedestrian safety are also key issues. There are areas of the town with busy traffic but no formal crossing points.

16.23 In some parts of Bicester urban footways do not link particularly well with rights of way and rural footpaths. Maintaining and improving links where public rights of way meet urban footways and highways could help to enable more people to feel confident in using alternatives to the private car for local journeys and recreation.

Improve facilities for pedestrians with better legibility and wayfinding to key facilities, by providing signage and improved crossing points.

Work with Cherwell District Council and developers to ensure new developments are designed to promote permeability on foot both within the site and to link with the existing settlement

Ensure urban footways join up with rights of way and rural footpaths.

16.24 When resources or opportunities allow, this will be achieved by:

∗ physical improvements to walking and cycling routes to key destinations with the Travel Choices Demonstrator Project, focusing on five priority routes: o Bicester Links: Bicester Village to the town centre o Bicester North Station to the town centre o The Cooper School to the town centre o The exemplar site to the town centre (via Banbury Road) o East Bicester to the town centre (via Bicester Town Station) ∗ publicising and promoting walking routes by producing, in conjunction with information on cycling, maps and route planners; ∗ supporting the redevelopment of the town centre to provide excellent facilities for pedestrians including the investigation of the need for pedestrian crossings; ∗ promoting the public realm enhancements to the Market Square; ∗ continuing to work with schools to promote walking; and

______Page 6 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______∗ improving connections to the rights of way network. Cycling

16.25 Cycling infrastructure across many areas of Bicester could be improved. Although cyclists can use bridleways and byways these often do not connect safely with roads that are safe to use.

16.26 There is limited publicity of cycling routes from residential areas to local services, employment areas and the town centre. However, all parts of Bicester are currently within a 15 minute cycle ride of the town centre.

16.27 Cycle parking at key destinations within the town centre is poor.

Develop a series of joined up cycle paths to link residential areas with the town centre and key local facilities.

Develop safe and secure cycle parking within the town centre and at key destinations.

Promote cycle routes, across the wider community, as well as continuing the work in schools.

Improve the town centre, including designs which provide excellent facilities for cyclists such as cycleways, toucan crossings and cycle parking, where necessary.

Work with Cherwell District Council and developers to ensure new developments are designed to promote permeability by bike both within the site and to link with the existing settlement.

Improve connections to the rights of way network particularly where urban cycleways meet rural rights of way.

16.28 When resources or opportunities allow, this will be achieved by: ∗ physical improvements to cycling and walking routes to key destinations with the Travel Behaviour Demonstrator Project, focusing on five priority routes, as described in the walking section; ∗ publicising and promoting cycling routes by producing, in conjunction with information on walking, maps and route planners;

______Page 7 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______∗ supporting the public realm enhancements to the Market Square; ∗ continuing to work with schools to promote cycling; ∗ providing cycle parking at key locations; ∗ providing cycle access to north east Bicester schools; ∗ investigating a cycle hire project and cycle hub facility; and ∗ joining up the horse riding network across the wider area using public rights of way so that routes for commuting and recreation are improved. Buses

16.29 The Bicester to Oxford inter-urban service operates every 20 minutes, (every 15 minutes in the peak), and runs seven days a week. Buses run as late as 0220 from Oxford at the weekend. The service is operated with high-specification double deck vehicles with wi-fi connectivity. Many stops along the route have been enhanced to ‘Premium Route’ standards with some locations having real-time information. This service will be further enhanced through agreement with the South West Bicester developers.

16.30 A significant inter-regional service operates from Oxford to Cambridge via Bicester and Milton Keynes. This is an express coach service, operating non-stop between Oxford and Bicester every 30 minutes seven days a week.

16.31 There are approximately nine bus services a day (Monday to Saturday) to Aylesbury and Buckingham. There is an hourly service to Oxford through Upper Heyford and other villages, plus local services around the town which run approximately every 30 minutes. There are also some services to Banbury.

16.32 There is rather limited bus access to local employment centres, such as around Launton Road.

Provide an excellent public transport connection between the eco development at NW Bicester, the town centre and Bicester Town Station.

Ensure that new developments are located and designed to encourage the use of the bus, with particular attention to minimising walking distances to bus stops on the strategic inter-urban routes.

______Page 8 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______Seek contributions for new bus stops and associated infrastructure which are created to serve new development or developments which are an intensification of current use or change of use.

Ensure the provision of good quality bus information at bus stops and local centres.

Improve the walking and cycling links from residential and employment areas to bus stops.

Provide alternatives to private car travel by providing electric/hybrid buses to key destinations in Bicester.

16.33 When resources or opportunities allow, this will be achieved by: ∗ delivering a rapid bus route between the eco-town at north west Bicester, the town centre and Bicester Town Station; ∗ bringing Bicester area bus stops up to Premium Route standard; ∗ delivering infrastructure improvements and bus priority to enable greater reliability on the A41 corridor to/from Junction 9 via Queens Avenue. ∗ working with local bus companies and partners to deliver improvements, particularly through the Bicester Travel Behaviour Project.

Park and Ride

16.34 The concept of ‘remote park and ride’ sites is being explored and it is considered that a site on the South West side of Bicester, adjacent to the high-frequency and high quality inter- urban bus services, could be a suitable location for Oxford trips. A potential site has already been found.

16.35 This location would also provide an opportunity for motorists to transfer to the bus for journeys into Bicester, not only into the town centre but also to Bicester Village, which experiences extreme peaks of parking demand.

Complete demand assessment work for a remote Park and Ride facility and act on findings.

______Page 9 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______16.36 When resources or opportunities allow, this will be achieved by: ∗ taking forward a park and ride facility, adjacent to the A41, and to the south of the South West Bicester development; and ∗ assessing the requirement for related bus priority infrastructure on the A41, and on approaches to the M40.

Rail

16.37 Bicester has two stations with Chiltern Railways running up to four trains an hour between London Marylebone and Banbury via Bicester North station and up to two an hour from Birmingham Moor Street to Bicester North station, while First Great Western runs up to 13 trains a day between Oxford and Bicester Town station.

16.38 Changes to Bicester Town Station will also take place, including a new bus drop-off point on the London Road, pedestrian and cycle links to the station (including one from neighbouring Bicester Village) and a pedestrian footbridge over the railway line. The station car park will be increased from 17 to 280 spaces, with provision for further future expansion, if appropriate. Cycle parking and will also be provided.

16.39 In line with Eco Bicester objectives, the strategy for accessing the rail stations is to work closely with Chiltern Railways and other partners to ensure that travel by foot, bike, bus, and car share is the first choice of travel within Bicester so that congestion and pollution can be minimised.

Support Chiltern’s Evergreen 3 project.

Support the East West Rail project.

Improve access by sustainable modes to both stations.

Work with the rail industry to improve rail capacity and the passenger experience at Bicester stations.

Work with other private sector partners to promote travel by rail for trips with a destination in Bicester, that otherwise may be made by private car.

______Page 10 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______16.40 When resources or opportunities allow, this will be achieved by: ∗ supporting the upgrade of Bicester Town Station as part of the improvements proposed by Chiltern Railways’ Evergreen 3 proposals; ∗ working with the East West Rail consortium to provide a new link to Milton Keynes and Bedford, possibly with direct services to Didcot Parkway and Reading: ∗ ensuring delivery of high quality public transport from NW Bicester eco-town to Bicester North and Bicester Town stations; ∗ investigating and delivering better cycle routes to and cycle parking at both stations; ∗ introducing bus facilities at Bicester Town; ∗ introducing a PLUSBUS scheme; and ∗ developing Station Travel Plans for both stations.

Behavioural change

16.41 Changing the way people travel is key to promoting travel by healthy and sustainable modes and reducing trips by car for journey to employment, health, shopping and education. Where trips are made by car, other initiatives such as car sharing can be promoted. Because of the congestion problems through Bicester and on its approaches, and the scope for promoting a reduction in car use, promoting travel choice has an integral role to play in achieving this and in achieving the Eco-Bicester vision.

16.42 Working with local major employers in Bicester will be key to delivering behavioural change. Much can be learnt and adapted from travel behaviour and travel planning initiatives already developed at Bicester schools.

Work with organisations and businesses to reduce the occurrence of congestion and its impacts.

Support suitable information provision and platforms (such as car sharing) to reduce the need to travel by car and inefficient car use.

Ensure developers of new sites in Bicester undertake detailed Transport Assessments and implement travel plans for the residents, employees and users of their sites.

16.43 When resources or opportunities allow, this will be achieved by: ______Page 11 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______∗ promoting behaviour change through the Bicester Travel Behaviour Project; ∗ working with those schools and businesses which are contributing to congestion on the road network; ∗ targeted personalised travel planning; ∗ improving the level of information available on sustainable modes of transport; and ∗ promoting efficient car use through the car share website at Oxfordshirecarshare.com.

Low Emission Vehicles

Encourage use of low emission vehicles as technology advances come forward to reduce average CO2 emissions in passenger vehicles and HGVs across Oxfordshire to 130 g/km by 2030 and improve air quality levels in Bicester.

16.44 When resources or opportunities allow, this will be achieved by: ∗ working with local organisations to encourage the use of lower carbon emission vehicles, and investigate incentives for lower carbon emission private vehicles; ∗ facilitating the introduction of charging points for electric vehicles in the town, including routes where electric buses run; and ∗ encouraging the introduction of low carbon buses in Bicester.

Highway Infrastructure and Traffic Management

16.45 A long-standing transport objective for Bicester is to promote the use of perimeter routes for through trips, and to avoid unnecessary routeing via the central corridor of Queens Avenue/Buckingham Road. Even with the eco-town in place, initial testing shows that travelling along the central route is the shortest and quickest route. This is because, even with the South West Bicester perimeter road, the construction of the eco-town and potential down-grading of Howes Lane/Lords Lane to integrate the new development with existing Bicester, there are journey time increases on this south western route. By 2034, travelling by car via the eastern by-pass takes a similar amount of time to the south western route.

______Page 12 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______16.46 Work has already begun to further assess the preferred route for north-south through traffic in Bicester, and identify what needs to be done to encourage the use of this preferred route. To decrease the attractiveness of the central route to through traffic, issues such as continuing to allow good access to town centre facilities, maintaining direct and reliable bus services and deterring rat-running along residential streets, need to be borne in mind.

Discourage traffic flow through the centre of Bicester on the B4100 Banbury Road and Buckingham Road, and encourage vehicles to use the eastern perimeter road.

Make best use of existing road space through careful planning, working with partners and utilisation of technology.

Discourage private car trips in and around Bicester where alternative modes of travel are provided as well as improving existing and providing new infrastructure, in line with Eco-Bicester principles.

Work with the private sector and District/Town council partners to resolve existing congestion issues.

16.47 When resources or opportunities allow, this will be achieved by undertaking the following: ∗ Working with the Highways Agency to ensure delivery of improvements to M40 Junction 9 and to investigate the need to improve M40 Junction 10 and its approaches from Bicester; ∗ Working with the developers of North West Bicester to re-design Howes Lane and Lord’s Lane to promote integration and permeability with the existing town; ∗ investigating improvements to the eastern perimeter route to provide through traffic with a viable and attractive alternative to the central corridor, including the benefits to Bicester of providing a South East Perimeter road funded through future development; ∗ working with the developers to ensure delivery of the South West Bicester perimeter road; ∗ promoting the highway and public realm improvements to Bicester Market Square; ∗ investigating the benefits of a central Bicester shared space environment to create a pedestrian/cycle

______Page 13 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______friendly area to deter through trips, in conjunction with improvements to promote use of the Eastern Perimeter route for through traffic; ∗ managing the network by identifying and resolving problems; ∗ providing the public and businesses with up to date travel information; and ∗ conducting a traffic signage review on the strategic road network particularly from A41, A4095 and A4421 to remove clutter and ensure the routeing is correct.

Figure 16.2 Future development in Bicester

16.48 This Area Strategy replaces the Bicester Integrated Transport & Land Use Strategy -2000 (BicITLUS). The new Area Strategy accommodates the measures of the BicITLUS. Planning obligation contributions, secured in order to mitigate the impacts of development, towards BicITLUS will be able to be used on the LTP3 Bicester Area Strategy and be in accordance with the planning obligations.

______Page 14 of 14 Chapter 16 - Bicester Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______

17. Science Vale UK Area Strategy

17.1 This chapter sets out the medium to long term strategy for the Science Vale UK area where the cumulative impact of the planned growth across the area is addressed and strategic schemes identified.

Science Vale UK Area

17.2 The Science Vale UK area encompasses the towns of Didcot, Wantage and Grove, and the employment centres of Harwell Science and Innovation Campus, Milton Park and Culham Science Centre. Science Vale UK is the national science and innovation centre and includes a world class concentration of cutting edge research that is unrivalled anywhere in the UK.

Figure 17.1 – Science Vale UK area

17.3 Science Vale UK accounts for about 4% of research and development employment in England and 13% in the south east. Science Vale UK has been identified as a focus for investment and growth, with a proposed £1 billion of investment at the Harwell Campus alone. Public and private bodies are working together to pursue an agreed vision that the area should be a

______Page 1 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______global hot spot for enterprise and innovation in science, hi-tech and the application of knowledge. The area is important to the national economy and for delivering major housing growth which needs to be supported by significant investment in transport infrastructure.

17.4 Access to the area is constrained by river crossings and the North Wessex Downs. The inter-urban routes are served by highway links that are not built to current standards and are thus subject to speed limits lower than the National Speed Limit.

17.5 Didcot is the largest town located in South Oxfordshire with a population of 23,345 in 2001. It is 17 miles (28km) south of Oxford, 7 miles (11km) south east of Abingdon and 19 miles (30km) north west of Reading. The town is to the east of the A34 and is divided by the Great Western mainline railway between London, Bristol and South Wales, and by the branch line running north to Oxford. Didcot Parkway rail station is of key importance and has frequent links to Oxford, London, the West Country and South Wales. The town centre has the new Orchard shopping centre and the Cornerstone Arts Centre. Other local amenities and services include a civic hall, library, community hospital, police and fire station; one free standing nursery school, six primary schools (2 of which are joint nursery schools) and two secondary schools. Housing development has been rapid since the 1980s and the town will continue to increase in size with substantial committed and proposed housing developments.

17.6 Wantage , an historic market town, is the second largest settlement in the Vale of White Horse with a population of 9,767 in 2001. It is the shopping and service centre for the central part of the district. It is located 18 miles (29km) south west of Oxford, 9 miles (14km) west of Didcot and 18 miles (29km) east of Swindon. Its attractive market place and setting at the foot of the North Wessex Downs are essential components of its character. There are four primary, one secondary and one special school, a community hospital, a residential home, library, Wantage Civic Centre, leisure centre and Vale and Downland Museum.

17.7 Grove is a large village a mile north of Wantage with a population of 7,845 in 2001. Within the village there are two primary schools, a library, Millbrook and Groveland’s local shopping centres and a village hall. A local health centre located north of Mably Way serves both Grove and Wantage, however there is also a general practitioner located in the north

______Page 2 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______

Figure 17.2 – Didcot

Figure 17.3 – Wantage and Grove

______Page 3 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______east of Grove. Major housing development took place in the 1960 but there has not been the provision of the range and quality of services a settlement of this size would normally expect. The former airfield to the west of the village is allocated for 2,500 homes in the Local Plan. The key local employment areas in Wantage and Grove are at Grove Technology Park, Crown Packaging, Williams Formula 1 and Autotype. There are currently more economically active residents in the village than there is employment, but it is expected that many people will find jobs at the major employment sites of Milton Park and Harwell Campus about 8 miles (13km) to the east.

Transport in SVUK

17.8 The success of Science Vale UK is, in part, down to its advantageous location, good accessibility to all parts of the UK and international links via the south east airports; this is despite the area’s predominantly rural surroundings. The strategically important local roads located within the Science Vale UK area are the A338, A4130, A417 and A4185 and they provide vital north–south and east–west links between Didcot, Wantage & Grove and the employment sites. Traffic growth in the area is generally higher than the national average and, as a sign of the areas growing success, some key gateway locations are already experiencing congestion. The A34, which runs north-south through the area, connects Science Vale UK to the M4 and M40 motorways. However, this Highway Agency managed road regularly experiences congestion at peak times.

17.9 Didcot Parkway station, the Orchard Centre and Wantage Market Place are key locations for interchange between bus services and other modes. Whilst Didcot Parkway station forecourt is due to be reconstructed to a much higher standard, facilities at the other two key locations could be improved.

17.10 National Cycle Route Number 5 and Regional Cycle Route Number 44 both run through Didcot. Regional Route 44 from Didcot to Wantage and the Ridgeway is an 11 mile (18km) route on quiet roads, byways and purpose built paths. A significant and growing number of individuals regularly use Regional Cycle Route 44 and other cycle routes within the area to access key employment sites. These two cycle routes are important links and would form part of a Science Vale UK Cycle network. The major employment sites at Culham and Harwell both have bicycle user groups who campaign for the improvement of cycling facilities to these sites. ______Page 4 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______

17.11 Outside the main towns, the dispersed population is linked by a network of roads of different standards and classification. While some of these routes are suited to cycling there is not a complete network of cycle routes in the area at present. The River Thames and railway lines in the area also impact on route connectivity with crossing points being limited.

17.12 An increasing residential and working population for the area presents further challenges. It will result in a greater number of transport movements in the area. Whether this rise in the residential and working population sees an overall increase in emissions from transport will be dependent on the degree of national and local planning for carbon reduction.

17.13 Fully appreciating the full range of cumulative impacts of existing and new transport measures on all aspects of the natural and built environment will be a challenge; this will allow identification of suitable measures for tackling and adapting to climate change.

17.14 The Science Vale UK area lies close to the North Wessex Downs Area of Outstanding Natural Beauty (AONB) and major development within the area may have an impact on the setting of the AONB. This will be a challenge when developing new schemes. Strategic Environmental Assessment and appropriate mitigation will be considered if adverse impacts are anticipated.

17.15 By 2026, approximately 13,000 dwellings and 12,000 additional jobs are planned for the Science Vale UK area. This represents a significant challenge in terms of delivering the transport infrastructure to support the planned growth.

17.16 Future housing allocations would see: ∗ 4,900 homes in Grove and Wantage including Grove Airfield and Crab Hill; and ∗ 8,000 homes in Didcot including Great Western Park, Valley Park, Ladygrove East and North East Didcot.

______Page 5 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______

Figure 17.4 Future development in Science Vale UK

Figure 17.5 Future development in Didcot

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Figure 17.6 Future development in Grove and Wantage

17.17 The Central Oxfordshire area is heavily reliant on the A34 to provide access to and from the south between housing and employment. The amount of traffic on the A34 can lead to considerable access problems in the area. This is because the A34 provides both a local access and a national link.

17.18 As demand on the A34 has steadily increased, local traffic has increasingly found alternative routes through the local road network of A and B roads plus the network of minor roads through villages and suburban areas.

17.19 In recent years measures have been put place to deter the use of more minor roads but, as the demand for travel has increased, peak hour congestion on the A34 has resulted in existing demand management measures no longer being sufficient to deter use of the local road network.

17.20 Key junctions on the road network that are used by traffic on the way to the three main employment sites within Science Vale UK are operating at capacity. These are: ∗ Frilford traffic lights ∗ Rowstock Roundabout ______Page 7 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______∗ Power Station Roundabout in Didcot ∗ River crossings (in both directions) at Culham and Clifton Hampden ∗ The westbound link from Didcot to the Milton Interchange (AM only) ∗ The eastbound link from Steventon / Rowstock (AM only) ∗ Featherbed Lane southbound towards A417 (PM only)

17.21 There are plans for an Upper Thames Reservoir to the north of the Science Vale UK area. The need for it has yet to be proved; however, if this scheme were to progress, Oxfordshire County Council would have significant concerns in regard to the impact on the surrounding network from both the construction traffic as well as the leisure use trip generation and this would need to be addressed by the developer.

The Area Transport Strategy for Science Vale UK

17.22 In July 2007, Oxfordshire County Council commissioned consultants to assess the transport infrastructure needed to support the proposals for housing and economic growth in the Science Vale UK area being developed through the district councils’ local development frameworks.

17.23 The aim of the transport study was to promote stronger transport links between the housing growth at Didcot, Wantage and Grove and employment growth at Milton Park, Harwell Campus and Culham Science Centre to encourage higher levels of containment of trips. This was recognised from the start as vital if development in the area is to be accommodated sustainably.

17.24 Five strategic outcomes have been identified to provide the focus for Science Vale UK: ∗ maximising the economic potential of the area by enabling the efficient and reliable movement of people and freight; ∗ reducing the carbon footprint to support targets for carbon reduction; ∗ increasing the skill levels of people through realising the agglomeration benefits of the high-level research and development (R&D) employment opportunities that will be created to meet the expected increased demand in hi-tech and science industries;

______Page 8 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______∗ increasing opportunities for all through improved accessibility to employment, education and services; and ∗ promoting the choice and design of measures that will not degrade the natural and built heritage, non-transport solutions will also have a role to play.

17.25 The Science Vale UK area transport strategy focuses on achieving containment of trips within the area. It does not include a solution for traffic travelling out of the area to the north. This north-south movement is heavily constrained by the Culham and Clifton Hampden river crossings and by congestion on the A34. It is likely to remain financially impractical to build a new river crossing over the life of this Plan. This scheme could be considered for inclusion in the programme if circumstances materially change.

17.26 The key transport objectives for Science Vale UK are to establish a transport network that supports economic investment and growth to position Oxfordshire as a world-class economy, enabling people to access jobs and services by sustainable modes of travel.

17.27 Within the towns there will be high levels of investment in public transport and cycling infrastructure, combined with investment in behavioural change measures and, when there is an identified need, highway infrastructure schemes.

Highway Infrastructure and Traffic Management

17.28 Apart from the recent A34 Milton Interchange improvements, there has been limited capacity improvement to the strategic transport network in recent years; when local incidents occur they can rapidly cause delays on the network as a whole. In recent years there has been an increasing tendency for local trips to use minor roads to avoid congestion, to the detriment of the local environment in villages.

17.29 The increase in housing numbers (and subsequent increase in car ownership) will cause added pressure to the road network system in general within Science Vale UK with the increased car use for journeys in and out of the area, travel to and from employment and travel to and from the schools.

______Page 9 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______17.30 The expansion of the major employments sites within Science Vale UK may trigger an increase in freight and distribution movements by lorries travelling to and from the sites.

17.31 Within Didcot, during weekday morning peak times, there are a number of network congestion issues affecting the key routes and further afield including the A34 Milton Interchange, at the entrances to Milton Park, Cow Lane tunnel and the Jubilee Way roundabout. These routes provide access to the town centre and key employment areas in and around Didcot from all directions.

17.32 The Broadway in Didcot is expected to soon be declared an Air Quality Management Area (AQMA) due to vehicle emissions; therefore congestion issues on the road and at the Jubilee Way Roundabout will need to be addressed.

17.33 Cow Lane, in Didcot, includes a one-way (southbound) tunnel under the railway line. There has been local pressure to open this as a two-way link for vehicular traffic. This tunnel acts as a barrier not only to vehicles but to all modes. Opening up this link to two- way car traffic is likely to have the effect of encouraging greater car use, rather than more sustainable modes. Solutions to this problem are likely to extremely expensive, involving complex reconfiguration of the bridge and road. Opening the tunnel to two-way working would have limited wider benefits and therefore is not a priority when compared to the strategic infrastructure required to mitigate the planned growth for the area. However, it is hoped that the tunnel can be improved over the course of this Plan, especially for pedestrians and cyclists.

17.34 Within Wantage during the weekday morning peak congestion affects key routes mainly within the town centre (along Portway, Ormond Street and Newbury Street towards Market Place) and the exits on to the A338. These are key access routes to services and employment within the town centre and on routes to Oxford and Swindon.

17.35 Within the residential areas of both Wantage and Grove there are also pockets of minor congestion, in particular Ham Road and Denchworth Road in Wantage and Main Street, Brereton Drive and Denchworth Road in Grove. This could be attributed to car drivers trying to avoid the most congested areas rat- running through other parts of town.

______Page 10 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______17.36 Any potential housing and employment development within Didcot, Wantage and Grove may have a significant impact on the road network especially routes that already have a congestion problem. Mitigation measures will be needed to ensure that the increased vehicle traffic moves consistently around the area on designated main roads and does not have an adverse impact on the residential areas.

SVUK 1

To discourage private car trips in and around SVUK where alternative modes of travel are available as well as improving existing, and providing new, infrastructure to accommodate real travel needs.

To ensure that the road network can accommodate the car trips that are required for longer distance journeys and access.

17.37 When resources or opportunities allow, this will be achieved by: ∗ Implementing the following strategic highway schemes: o Harwell Strategic Link Road (from A4130 east of Milton Interchange to the A417) o Harwell Field Link Road (from the A417 to the entrance of the Harwell Campus on the A4185, including increasing the capacity of the roundabout at the campus entrance) o Rowstock Western Link Road (from the A417 Wantage Road to the A4185 Newbury Road, to the south west of Rowstock junction) improvements to Featherbed Lane junctions o Wantage Eastern Link Road (WELR) (from the A338 at Mably Way to the A417 east of Wantage) o increased junction capacity at the A415/A338 junction at Frilford; ∗ influencing a change in travel behaviour by encouraging people to make fewer trips by car or use lower emission vehicles as and when technology advances come forward; ∗ conducting feasibility studies into schemes which can enhance the junction design in the areas that are most congested within Didcot, Wantage and Grove so that traffic flow and journey times can be improved;

______Page 11 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______∗ undertaking an audit of Cow Lane tunnel, Didcot, to see what, if anything can be done to improve conditions for all users; ∗ undertaking a feasibility study to see if capacity improvements can be achieved at the Jubilee Way roundabout in Didcot; ∗ encouraging the construction of Didcot Northern Perimeter Road – 3rd phase; and ∗ encouraging the construction of Grove Northern Link Road.

17.38 The last two schemes mentioned above are linked to development and are expected to be 100% constructed or funded by the developers of the sites (Ladygrove East and Grove Airfield). If the housing does not come to fruition then these schemes are not part of the strategy.

Public Transport

17.39 Strategic ‘Premium Route’ bus services are provided on a commercial basis between Wantage, Grove, Abingdon and Oxford and between Didcot, Abingdon and Oxford. However, these services do not yet operate at the target four-buses-per hour daytime frequency.

17.40 Bus services between Didcot, Wantage, Grove and the employment sites are less frequent, yet provide essential links between residential areas and the major employment sites in Science Vale UK. Whilst the current bus service attempts to meet some work times, it does not provide a frequent service throughout the day. In practice, a minimum standard of two buses per hour during the morning/evening peak travel periods is required to provide a credible level of service, without excessive waiting before and after the working day.

17.41 Bus services also convey significant numbers of students to educational establishments in Didcot and Abingdon, provide the link into and out of the national rail network at Didcot Parkway, and provide links between villages and the centres of Didcot, Abingdon and Wantage.

17.42 Local bus services serve certain parts of urban Didcot, Wantage Grove and surrounding villages. These routes are relatively infrequent, operating at up to an hourly frequency. Retaining an acceptable level of service on such routes in order to provide a

______Page 12 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______basic level of accessibility for local communities will be challenging.

17.43 Rail links from Didcot to the south coast, the west midlands and the north are poor as they require a time-consuming change of train in Reading or Oxford. This makes them less attractive, particularly for time-sensitive business travellers.

17.44 Wantage and Grove do not currently have direct access to the rail network. However, a new Grove railway station has been identified as an important strategic scheme that is required in order to accommodate future development in this area.

17.45 Milton Park is situated adjacent to the railway but does not currently have direct access to the rail network. If a station and a local train service were to be feasible, these could increase the public transport modal share for commuting here.

SVUK 2

To work with local bus companies and developers to improve bus services on the existing Premium Routes to increase accessibility from the existing and new residential areas to key facilities.

To work with the rail industry to explore the potential for new stations and train services.

17.46 When resources or opportunities allow, this will be achieved by: ∗ Implementing the following o new rail station(s) at Grove and/or Milton Park; ∗ introduction of East West Rail services at Didcot Parkway to provide new direct links to Milton Keynes and the West Coast mainline railway; ∗ improvements to public transport services across the area including services between: o Didcot and Oxford o Didcot and Milton Park o Didcot and Harwell Campus o Wantage/Grove and Oxford o Wantage/Grove and Milton Park/Didcot o Wantage/Grove and Harwell Campus o around Didcot and Wantage & Grove

______Page 13 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______o improving public transport links to important external destinations, such as Oxford, Newbury, Reading and Swindon. ∗ working with the local bus companies and developers to improve the frequency and attractiveness of the existing Premium Route and strategic east-west bus services between Wantage, Grove and Didcot to increase the patronage and commercial viability of these routes; ∗ working with the local bus companies and developers to create commercially viable routes from new residential developments in Didcot, Wantage and Grove, to link with the relevant local centre and key facilities; ∗ working with partners to ensure that communities located away from the Premium and strategic east-west routes have access to the public transport network; ∗ working with South Oxfordshire District Council to create a better bus interchange at the Orchard Centre and maintain a direct bus link through the Orchard Centre (between Hitchcock Way and The Broadway); ∗ working with the rail industry to extend Didcot Parkway (Foxhall Road) car park to accommodate more parking and providing a fully accessible pedestrian link to the station interchange; and ∗ working with partners to improve facilities for buses in Wantage town centre; ∗ continuing to work with rail partners to improve accessibility to the rail stations in the area, including adequate provision of car parking; and ∗ investigating how to better integrate existing buses with rail services.

Walking and the Pedestrian Environment

17.47 The lack of clear and concise signage directing walkers to the main destinations in Didcot, Wantage and Grove is a key issue for the towns. There is also a lack of joined up walking routes from the residential areas to key facilities, amenities and surrounding countryside and villages. There is only limited publicity about pedestrian routes from the residential areas to local services, schools, employment areas and the town centres. Improving links where public rights of way meet urban footways and highways could help to enable more people to feel confident in using alternatives to the private car for local journeys and recreation.

______Page 14 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______17.48 The railway line that cuts across the middle of Didcot acts as a barrier for pedestrians (and cyclists) especially those trying to access the town centre from Ladygrove. Cow Lane tunnel, which provides a cycling and walking link between the north and the south under the railway, is not an attractive environment and there are perceived safety risks.

17.49 Didcot town centre has recently been re-developed to create a more of a pedestrian friendly environment for walkers/shoppers. Phase 2 of the town centre is planned as part of South Oxfordshire District Council’s LDF process; this will see facilities for pedestrians further enhanced.

17.50 The town centre of Wantage has been sympathetically regenerated providing a boost to the vitality of the town and generating strong pedestrian movements. Tourist attractions like the Vale and Downland Museum and nearby North Wessex Downs continue to draw in many visitors who like to walk around the town. However, better links are still needed for local and visiting pedestrians and cyclists.

SVUK 3

To improve facilities for all pedestrians (including disabled people) through developing good, clear routes from residential areas to the town centre, other services and facilities around the area, together with ensuring that urban links join up with rights of way.

17.51 When resources or opportunities allow, this will be achieved by: ∗ improving facilities for pedestrians by conducting an audit of current footways and implementing the conclusions; ∗ publicising and promoting walking routes by producing (in conjunction with information on cycling) maps and route planners; and ∗ improving connections to the rights of way network particularly where urban footways meet rural rights of way though new footpaths and signage to provide footways throughout the town and into the countryside.

______Page 15 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______Cycling

17.52 There is a significant lack of signed and joined up cycle routes and infrastructure within Didcot, Wantage and Grove and a lack of direct cycle access to key facilities from residential areas; there is also a lack of direct and safe cycle access between Grove and Wantage, and throughout the area on and off carriageway cycle routes are sporadic.

SVUK4

To ensure there is an appropriate network of suitable cycle routes to key destination and that these are well publicised. To provide a suitable number of good quality cycle stands at the key destinations and appropriate infrastructure where required along the key routes from residential areas to the town centres, employment and education in the towns.

17.53 When resources or opportunities allow, this will be achieved by: ∗ Implementing the following strategic cycling routes between: o Wantage/Grove and the north east(Abingdon) o Wantage/Grove and the east (Harwell Science and Innovation Campus and Milton Park) o Harwell Campus and Didcot and Milton Park o Milton Park and the north (Abingdon) o Didcot and the north (Abingdon) o Culham Science Centre and Abingdon o Culham Science Centre and the south (Didcot) ∗ improving facilities for cyclists by conducting an audit of existing facilities and implementing the conclusions; ∗ providing additional cycle infrastructure such as cycle lanes/paths, advance stops lines, improved signage and crossing points with a particular focus to improve accessibility to key destinations and schools; ∗ developing safe and secure cycle parking within the town centres and at key local destinations; and ∗ improving connections to the rights of way network particularly where urban cycleways meet rural rights of ways, so that routes for commuting and recreation are improved.

______Page 16 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______Promoting Travel Choice

17.54 All schools within Didcot, Wantage and Grove have developed School Travel Plans; the plans detail many of the transport problems faced by the schools and what they are doing to combat them. Most of the schools in the area face daily issues such as congestion caused not only by the local traffic but also parents who drop off and pick up their children by car.

SVUK 5

To increase awareness and promote better infrastructure for walking, cycling and public transport.

To influence travel choice by encouraging schools, businesses and organisations to make fewer trips by car.

To use more efficient and lower emission vehicles as they become available.

To encourage a greater number of trips by walking, cycling and public transport.

17.55 When resources or opportunities allow this will be achieved by: ∗ promoting and marketing cycling, walking and public transport both in print and in electronic format; ∗ continue to work with the schools in Didcot, Wantage and Grove that still have high levels of trips by car; ∗ working with major employment sites and businesses to develop workplace travel plans, exploring current transport patterns, travel opportunities and the concerns of employees travelling to work; ∗ promoting car sharing to schools and places of employment in order to cut down single occupant car journeys; and ∗ ensuring that developers of new sites in Didcot, Wantage and Grove undertake detailed Transport Assessments and implement and monitor travel plans for the residents, employees and users of their sites.

17.56 The supporting documents for this strategy are the adopted Southern Central Oxfordshire Transport Strategy (SCOTS) and the 2009 submission for South Central Oxfordshire for the Department ______Page 17 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 May 2011 ______for Transport’s Delivering a Sustainable Transport System (DaSTS) programme.

17.57 This Area Strategy replaces the Didcot Integrated Transport Strategy -2004/2005 (DidITS). The new Area Strategy accommodates the measures of the DidITS. Planning obligation contributions, secured in order to mitigate the impacts of development, towards DidITS will be able to be used on the LTP3 Didcot Area Strategy and be in accordance with the planning obligations.

______Page 18 of 18 Chapter 17 - Science Vale UK Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

18. Witney Area Strategy

18.1 Witney is the largest town in West Oxfordshire and is located 12 miles (20 km) west of Oxford. It has direct car access via the A40, which bypasses the town to the south, and frequent buses to Oxford, but both are badly affected by congestion. Road access to other large towns is less congested and, although there are direct bus services to many of them, the frequencies are less than to Oxford.

18.2 Witney is a large town (estimated population of 25,000 in 2006) that has seen significant growth over the past thirty years under previous structure plan policy. Witney is still considered to be the most sustainable location for new housing in the district in the current Draft Core Strategy for West Oxfordshire.

Figure 18.1 Witney

______Page 1 of 10 Chapter 18 - Witney Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Transport within Witney

18.3 From Oxford, Witney can be accessed from the south via the A415/A40, or from the south east by the (restricted) B4022/Oxford Hill junction. The town can be accessed from the west by Burford Road (B4047), from the north by Hailey Road (B4022), and from the north east and south west by the A4095.

18.4 Witney benefits from two Premium Bus Route services, which link Witney to Carterton, Eynsham, Botley, and Oxford. Regular services also link Witney to Charlbury and Chipping Norton. There are also local services serving Woodgreen, Madley Park & Cogges, the Smiths Estate, North West Witney, and town centre.

18.5 In terms of accessibility, schools are evenly distributed across Witney. They are generally accessible on-foot, being within 15 to 20 minutes walk from the majority of households. With the exception of St Hugh of Lincoln Nursery School on Curbridge Road, the majority of pupils walk. Travel by bus is more common to the two secondary schools.

18.6 There are several public rights of way that connect Witney to the surrounding countryside. However, the network is disjointed in many places where paths meet the road network. Improved management, road crossings, and traffic-free links, could enable more people to access the countryside on foot, by cycle, or on horseback.

Transport Strategy

18.7 The town strategy aims to deliver transport improvements to Witney with a focus on walking, cycling, bus service and infrastructure improvements. Together these will aim to reduce congestion around the town and have environmental benefits.

18.8 The strategy will influence travel behaviour by encouraging people to make fewer trips by car and replacing these with ones made by foot, bike, or bus. Improvements to cycling and walking networks, and better bus services, will be examined in conjunction with road improvements and traffic management schemes.

18.9 The strategy will be delivered in partnership with West Oxfordshire District Council, West Oxfordshire Sustainable Travel Forum, and other key local partners across the district.

______Page 2 of 10 Chapter 18 - Witney Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Walking and Pedestrian Environment

18.10 Despite an extensive pedestrian network, some of the most convenient pedestrian routes are not the most obvious, particularly through residential areas. This means that the town can be difficult to navigate on foot, especially for visitors.

18.11 There are high levels of traffic within Witney and on-street parking, which can deter pedestrians (and cyclists) because they make journeys more difficult or unpleasant. There is limited publicity of pedestrian (and cycling) routes from residential areas to local services, schools, employment areas and the town centre.

18.12 The River Windrush flows through the town and can only be crossed in a few places, which can add additional time and distance to journeys, particularly ones made on foot.

18.13 Witney’s urban foot and cycle paths do not always link up as well as they could with rights of way and rural footpaths. Maintaining and improving links where public rights of way meet urban footways and highways could enable more people to feel confident in using alternatives to the private car for local journeys and recreation.

18.14 Witney has a thriving town centre with its high street, shopping centres and variety of shops. Nonetheless, poor quality surfaces across town can be found. The Air Quality Management Area (along Bridge Street into the High Street) is also a less attractive area for pedestrians.

Improve facilities for pedestrians, including disabled people, across Witney. Improve links between employment and residential areas to key services and destinations such as the town centre, by foot.

Work with West Oxfordshire District Council and developers to ensure new developments are designed to promote permeability on foot both within the site and to link with the existing settlement.

Ensure urban footways join up with rights of way and rural footpaths.

18.15 When resources and opportunities allow, this will be achieved by:

______Page 3 of 10 Chapter 18 - Witney Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ improving walking routes by the creation of formal routes to key facilities from residential areas and between key facilities, by providing signage and improved crossing points; ∗ improving footways through widening, providing dropped kerbs, and new or improved crossing points; ∗ improving connections to the rights of way network, particularly where urban footways meet rural rights of way, though new footpaths and signage throughout the town and into the countryside; ∗ supporting the redevelopment of the town centre to provide improved access for pedestrians, improved surfaces, and pedestrian crossings; and ∗ publicising and promoting walking routes along and across the River Windrush from residential areas to key services and facilities by producing maps, information, and route planners.

Cycling

18.16 There are some good cycle routes around the town but some gaps in cycling infrastructure too. Cycle networks linking Witney to nearby settlements are poor, with no dedicated link between Witney and Carterton. Whilst cyclists can use bridleways, restricted byways, and byways (along with horse riders), these often do not connect safely with roads that are safe and attractive to use.

18.17 Providing good quality information and infrastructure to cater for a variety of users, with different needs and different reasons to use the cycle network, can be challenging.

Improve facilities for cyclists and develop schemes to provide a high quality cycle network. Measures will involve the provision of additional cycle infrastructure such as cycle lanes/cycle paths, advanced stop lines, and cycle parking where appropriate, with a particular focus to improve accessibility to key destinations.

Work with West Oxfordshire District Council and developers to ensure new developments are designed to promote permeability by bike both within the site and to link with the existing settlement.

______Page 4 of 10 Chapter 18 - Witney Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______18.18 When resources and opportunities allow, this will be achieved by: ∗ enhancing facilities for cyclists; ∗ delivering the Woodgreen pedestrian and cycle route linking Newland, via the primary and secondary schools on Madley Park, to Woodstock Road; ∗ joining up the bridleway network across the wider area using public rights of way, so that routes for commuting and recreation are improved; ∗ publicising and promoting cycle routes by producing, in conjunction with information on walking, maps and route planners; and ∗ working with West Oxfordshire District Council and Witney Bicycle Users Group to establish a better co-ordinated network for cyclists.

Buses 18.19 Witney has a mixture of Premium Bus services operating between Witney and Oxford, and local subsidised services linking the surrounding rural areas to Witney. To help increase public transport use, improvements to the attractiveness and convergence of both Premium and local services would be beneficial for both users and operators.

18.20 Journey time reliability between Oxford and Witney is very variable because of congestion approaching Oxford and within Witney itself. Poor bus shelters at bus stops en-route do not make for an attractive waiting environment.

18.21 There are two free, long-stay car parks in the town centre that are close to the Premium Bus services to Oxford. This arrangement tends to act as an informal park-and-ride facility for journeys to Oxford and to rail stations. Witney’s bus services tend to be used more by people who work in Oxford and live in Witney’s core residential areas near the town centre than by those living on the outskirts of town.

Work with the Town Council to improve the bus stop environment and appearance in and around Witney through investment in appropriate infrastructure to ensure the provision of good quality and informative bus information at bus stops and local centres.

______Page 5 of 10 Chapter 18 - Witney Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Ensure that new developments are located and designed to encourage use of the bus, with particular attention to minimising walking distances to bus stops on the strategic inter-urban routes. Seek contributions for new bus stops and associated infrastructure to serve new developments.

Support measures which will reduce congestion around the Bridge Street junction to enable bus services to operate a reliable service and journey time.

Work with the bus companies to maintain and enhance the current premium bus services to Oxford.

18.22 When resources and opportunities allow, this will be achieved by: ∗ creating good walking and cycling routes to existing bus stops, including appropriate crossing facilities; ∗ providing cycle stands at bus stops where possible, and at other key locations; ∗ encouraging bus use by improved marketing and by providing passenger information through on-street equipment, the internet, and mobile phones; ∗ working with Witney Town Council to provide improved bus shelters; ∗ investigating further the remote park & ride concept at Eynsham; ∗ improving the accessibility of bus stops on Corn Street and Bridge Street, to enable better access onto/off of buses; ∗ developing new or existing bus routes to make bus travel a more attractive transport choice from all parts of the town; ∗ working with local bus companies, developers and other partners to improve the frequency and attractiveness of the two Premium Routes to Oxford; and ∗ working with local bus companies, developers and other partners to improve and develop bus services on other routes especially on the town periphery and towards Hanborough rail station.

Rail

18.23 Witney does not have a rail station and there are no plans or commitments for any form of rail service to extend to Witney. The nearest station is at Hanborough and there is a bus service ______Page 6 of 10 Chapter 18 - Witney Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______connecting Witney town centre and Hanborough rail station, which runs on an hourly basis Monday to Friday. This journey takes only around 20 minutes, but the bus timetable does not reflect the train timetable.

Promote trips by bus to Hanborough Station, as the nearest rail station to Witney.

Encourage sustainable trips to Oxford Rail Station to connect to the wider rail network.

18.24 When resources and opportunities allow, this will be achieved by investigating the demand for improved bus links to Hanborough Station from the main residential areas of Witney (such as Deer Park, Cogges and Madley Park) for example via a Railbus link or increased frequency of the 242 service.

Behavioural Change

18.25 Promoting healthier and more sustainable modes is important to improve people’s health and reduce trips by car. Where trips are made by car, other initiatives such as car sharing can be promoted.

18.26 Although some of Witney’s businesses and organisations have travel plans, it is the outcomes and actions from these plans which are the most important. Much can be learnt and adapted from travel behaviour and travel planning initiatives already developed at Witney schools, such as cycle training and promotion of walking and cycling to destinations within 15 minutes walk or cycle.

Work with organisations and businesses to reduce the need to travel by car and reduce inefficient car use by improving the availability and quality of travel information and supporting other initiatives such as car sharing.

Ensure developers of new sites in Witney undertake detailed Transport Assessment and implement travel plans for the residents, employees and users of their site.

______Page 7 of 10 Chapter 18 - Witney Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______18.27 When resources and opportunities allow, this will be achieved by:

∗ working with those schools and businesses which are contributing to congestion on the strategic network to promote travel options other than the private car; ∗ improving the level of information available on sustainable modes of transport; ∗ working with West Oxfordshire District Council to review and implement a joined up car parking strategy for car parks across Witney; ∗ targeted personalised travel planning; and ∗ promoting efficient car use through the car share website at oxfordshirecarshare.com.

Highway Infrastructure and Demand Management

18.28 Witney has access to Oxford via the A40 into Oxford, but unreliable journey times towards Oxford in the am peak, and out of Oxford in the pm peak, are daily occurrences, due to congestion. A key priority is mitigating congestion at the northern approaches at Oxford’s Ring Road, for example at the Wolvercote roundabout.

18.29 Bridge Street in the centre of Witney has been declared an Air Quality Management Area (AQMA) due to annual mean levels of nitrogen dioxide that exceed national objectives. Over 20,000 vehicles a day use Bridge Street, the only vehicular river crossing in the town, resulting in the congestion which causes the air quality problem.

18.30 Flooding from the River Windrush affects central Witney around Bridge Street, Mill Street and West End, and the new Aquarius housing development. When it occurs, flooding has a major impact on traffic routing across the town.

18.31 Oxfordshire County Council is the promoter of the Cogges Link Road scheme to provide an alternative route to Bridge Street, because of the traffic issues highlighted above. It will provide a second river crossing for the town, linking Witan Way with Oxford Hill to reduce congestion and thereby improve air quality. The scheme is supported by both the District and Town Councils and is identified as a priority for delivery in West Oxfordshire District Council’s draft Core Strategy and in Oxfordshire County Council’s Local Investment Plan 2010 (LIP) ______Page 8 of 10 Chapter 18 - Witney Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______as one of four strategic infrastructure schemes in West Oxfordshire.

18.32 To improve overall accessibility and relieve congestion hotspots in the town, other schemes in addition to the Cogges Link Road require further investigation, such as West End Link Road stage 2. A new junction on the A40 at Downs Road will be facilitated by development at the West Witney Strategic Development Area (land north of Range Road and east of Downs Road), which is the preferred direction for further growth of the town.

To make the best use of existing road space through appropriate traffic management measures, vehicle routing and use of technology.

To make local improvements to junctions and roads within the town to help reduce delays and traffic congestion.

18.33 When resources and opportunities allow, this will be achieved by: ∗ delivering the Cogges Link Road; ∗ working with West Oxfordshire District Council and developers to deliver an all movement junction on the A40 at Downs Road; ∗ working with West Oxfordshire District Council and developers to investigate the benefits and feasibility of West End Link Stage 2; ∗ working with developers to secure delivery of other highway infrastructure to mitigate the impact of further development and address network congestion concerns; ∗ implementing appropriate traffic management measures on both the local and strategic networks in Witney. This will involve encouraging greater use of walking, cycling or public transport for all or part of journeys, to complement highway schemes; ∗ discouraging undesirable routing of traffic within the town by improving directional signing, especially within/to the town centre, to ensure messages are clear, necessary, and to avoid clutter of signage; ∗ re-designating the A4095 through Witney to a new route via Cogges Link Road, Jubilee Way, Station Lane and Thorney Lees;

______Page 9 of 10 Chapter 18 - Witney Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ implementing schemes and other measures that complement Cogges Link Road to reduce congestion levels and create a better pedestrian environment; ∗ continuing to use technology to monitor how the Oxfordshire road network is operating, in order to better manage the network to identify and resolve both short and long term problems. This information could also be used to provide the public and businesses with up-to-date travel information.

18.34 This Area Strategy replaces the Witney Integrated Transport & Land Use Strategy (WITLUS) 2003. The new Area Strategy accommodates the measures of the WITLUS. Planning obligation contributions, secured in order to mitigate the impacts of development, towards WITLUS will be able to be used on the LTP3 Witney Area Strategy and be in accordance with the planning obligations.

Figure 18.2 Future development in Witney

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Smaller Towns

The smaller towns comprise Carterton, Chipping Norton, Faringdon, Henley-on-Thames, Kidlington, Thame and Wallingford. These were selected primarily on the basis of their population.

Priorities

The priorities for the smaller towns are as follows:

High priority ∗ improve the condition of local roads, footways and cycleways, including resilience to climate change; ∗ reduce congestion; and ∗ develop and increase cycling and walking for local Journeys, recreation and health.

Medium priority ∗ improve accessibility to work, education and services; ∗ secure infrastructure and services to support development; ∗ reduce carbon emissions from transport; and ∗ develop and increase the use of high quality, welcoming public transport.

Low priority ∗ reduce casualties and the dangers associated with travel; and ∗ improve air quality, reduce other environmental impacts and enhance the street environment.

Investment scenario

The proposed scenario for the smaller towns involves the following investment package:

Medium investment ∗ walking; ∗ cycling; and ∗ low emission vehicles.

______Page 1 of 2 Introduction - Smaller Towns Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Low investment ∗ buses; ∗ traffic management; and ∗ behavioural change.

It is on the basis of the approved scenario that the specific area transport strategies for each settlement have been developed, taking into account the particular needs of the town in question. The area strategy for each town in turn is set out in the following chapters.

______Page 2 of 2 Introduction - Smaller Towns Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

19. Carterton Area Strategy

19.1 Carterton is the second largest town in West Oxfordshire with a population of 16,000. It is located 7 miles (11km) from Witney, 18 miles (29km) from Oxford and 20 miles (32km) from Swindon. The new Shilton Park housing estate to the North East of the town was added from 2000.

19.2 The role of the Ministry of Defence (MOD) within Carterton is very strong with many local people associated with RAF Brize Norton. The MOD seeks to strengthen the strategic importance of RAF Brize Norton, as the largest RAF base in the country and significant increases in both military operations and personnel are expected over the life of LTP3 due to the closure of RAF Lyneham in Wiltshire. Oxfordshire County Council is in close liaison with the MOD to understand, and manage the transport implications the changes will bring to Carterton and the surrounding area. Carterton has been identified as one of 6 high priority county towns due to the on-going development at RAF Brize Norton and Carterton.

Figure 19.1 Carterton

______Page 1 of 10 Chapter 19 - Carterton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______19.3 Carterton town centre, primary schools, secondary school and health centres are accessible from all areas of the town within a 20-30 minute walk and are within a 15 minute cycle ride. All of the town’s schools have a School Travel Plan.

Transport in Carterton

19.4 The Carterton road network is not congested and serves the town well. There are two main routes into Carterton from the strategic road network. The first is via the B4477 from the A40, although this junction at Minster Lovell only has access to and from the east. The second is via the B4020 which provides an all movement junction with the A40 at Burford. Due to the relatively rural location of Carterton there is limited through traffic, although through traffic is encouraged to use the B4020/B4477 Upavon Way instead of the town centre route.

19.5 There are regular bus services to Oxford via Witney with a combined frequency of approximately 4 buses an hour during the day from Monday to Saturday and 2 buses an hour evenings and Sundays. Buses run as late as 0040 from Oxford seven nights a week, and until 0315 on Saturday and Sunday evenings. The service is operated with new high-specification double-deck vehicles with wi-fi connectivity. Bus stops along the route have been enhanced to the County Council’s Premium Route standard, with new pole, flag and information cases, improved kerbing and in some locations, electronic Real-Time Information.

19.6 Oxfordshire County Council subsidises an hourly weekday local bus service to the Shilton Park residential area and the villages of Alvescot, Clanfield, Bampton and Aston, and another to Swindon, through Lechlade and Highworth. An infrequent service to Burford operates only one day per week.

19.7 There is a good range of public rights of way that connect Carterton to the surrounding countryside. However the network is disjointed in many places where paths meet the road network. Selected improved management, road crossings and traffic-free links could help enable more people to access the countryside.

19.8 Access to education is considered good. The distribution of five primary schools across Carterton ensures all dwellings are within walking distance of a school. The secondary school is located to the north west of the town centre, and the majority of pupils walk or cycle to school.

______Page 2 of 10 Chapter 19 - Carterton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______19.9 Public transport limits the choice of post 16 education mainly to Witney and Oxford. Journeys to Swindon, Burford and Abingdon by public transport are achievable but journey times would be greater than those to Witney or Oxford. There is a dedicated school bus to Burford School from Carterton which extends the choice of both pre and post 16 education.

Transport Strategy

19.10 The town strategy focuses on walking, cycling and bus service improvements, including how to influence travel behaviour to encourage people to make fewer trips by car and replacing these with trips made by foot, bike or bus.

19.11 Carterton has not previously had a specific transport strategy so we will develop a detailed strategy for the town over the period of LTP3, which will be revised and updated at regular intervals over the life of the Plan. This process will also be refined as development proposals in West Oxfordshire District Council’s Core Strategy are finalised.

Walking and Pedestrian Environment

19.12 The network of walking routes from the residential areas, to local services, schools, employment areas and the town centre is incomplete. Particularly within the residential areas there are limited short cuts available and it can be difficult for pedestrians to identify and follow walking routes.

19.13 The width of some footways in Carterton and their surface treatment are not attractive for pedestrians to use, and urban paths do not link particularly well with rights of way and rural footpaths. Maintaining and improving links where public rights of way meet urban footways and highways could help to enable more people to feel confident in using alternatives to the private car for local journeys and recreation.

To improve facilities for all pedestrians (including disabled people) across Carterton through developing good clear routes from residential areas to the town centre and other services and facilities around the town, plus ensuring that urban links join up with rights of way and rural footpaths.

______Page 3 of 10 Chapter 19 - Carterton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______19.14 When resources or opportunities allow, this will to be achieved by: ∗ conducting an audit of footways, will identify schemes to improve legibility, way finding and permeability by creating formal walking routes to key facilities from residential areas, and between key facilities by providing signage and improved crossing points. It will also identify where footways can be improved through widening and providing dropped kerbs; ∗ publicising and promoting walking routes from residential areas to key services and facilities by producing maps and route planners; ∗ improving connections to the rights of way network; ∗ supporting the redevelopment of the town centre to provide excellent access to facilities for pedestrians, in particular areas of pedestrianisation (where appropriate), wider footways and pedestrian crossings; and ∗ supporting the redevelopment of Ministry of Defence housing stock within Carterton to provide excellent pedestrian access throughout the redeveloped site and clear pedestrian links to facilities across the town, including, where financially practical, the removal of the Upavon Way pedestrian subway.

Cycling

19.15 Shilton Park has very good cycle infrastructure including cycle paths, signage and cycle parking. Unfortunately other areas of Carterton do not meet the high standard of Shilton Park.

19.16 Within Carterton there are limited dedicated cycle routes and cycle infrastructure, particularly within the town centre but also to access key local facilities from residential areas. Cycle parking at key destinations within the town is also considered poor.

19.17 Although cyclists can use bridleways, restricted byways and byways these often do no connect up safely with roads that are safe to use.

19.18 Publicity (signs & maps) of cycle routes from residential areas to local services, schools, employment areas and the town centre is limited.

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To develop new cycle routes and to ensure that the best cycle routes from residential areas to local services, schools, employment areas and the town centre are publicised. To provide a suitable number of good quality cycle stands at the key destinations and appropriate infrastructure where required along the route.

19.19 When resources or opportunities allow, this will be achieved by: ∗ conducting an audit of existing cycle ways, well-used routes and locations of cycle parking across Carterton. This data will be used to develop schemes which will provide a high quality cycle network; ∗ investigating the feasibility of providing a cycle way on Alvescot Road and Brize Norton Road with the aim of providing a cycle way from the residential areas to the town centre and RAF Brize Norton main gate; ∗ investigating options for providing a Carterton to Witney Cycle way. An interurban cycle route would provide a safe mode choice for commuters between Carterton and Witney and as a leisure route; ∗ joining up the horse riding network across the wider area using public rights of way so that routes for commuting and recreation are improved; and ∗ publicising and promoting cycling routes by producing cycle route maps and route planners.

Public Transport

19.20 There is a regular bus service from Carterton to Oxford, operating from early until late, seven days per week, which passes Oxford rail station. There is also a less frequent bus service from Carterton to Swindon, passing near to the rail station, where services are available to South Wales, Bristol and the South West.

19.21 The frequency of the bus service to Witney and Oxford is moderately good, however it does not reach the desired Premium Route level of service of four buses per hour, per route (when treating the existing services as separate routes). There are insufficient buses allocated to the S2 route to provide a credible level of peak hour service to Oxford either via the express A40 route or via Minster Lovell and Witney.

______Page 5 of 10 Chapter 19 - Carterton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______19.22 As Carterton grows it will be difficult to ensure that new developments are located within walking distance of either the S1 or S2 bus routes to Witney and Oxford, unless these routes were extended to serve new developments. Although, this may increase journey times and could make these services less attractive. This is particularly true of any significant new development to the north or west of Carterton.

19.23 Public transport links to the south, especially Swindon, west (Cirencester) and north (Burford) are limited. Whilst there are aspirations for Carterton to be better connected by public transport to Swindon, and eventually on a commercial basis. The River Thames with a limited number of crossing points, some of which are inadequate for public service vehicles, also present a barrier to providing bus services to Faringdon and Wantage.

19.24 Carterton has no direct access to rail services; the nearest stations are at Shipton, Ascott-under-Wychwood and Hanborough, there are no direct bus services from Carterton to these stations.

To work with local bus companies, developers and other partners to improve the frequency and attractiveness of the current bus services to Witney and Oxford.

To provide regular good quality bus stops and associated infrastructure within Carterton on the premium route, including real-time information where appropriate.

To work with local bus companies, developers and other partners to improve and develop bus services on certain other routes to increase the accessibility of Carterton to/from other key locations particularly towards the west and north, such as Swindon, and Cheltenham. Retention of the existing local bus service to villages in the area is important.

To ensure that new developments are located and designed to encourage the use of the bus, with particular attention to minimising walking distances to bus stops on the strategic inter-urban routes.

To ensure the provision of good quality bus information at bus stops and local centres.

______Page 6 of 10 Chapter 19 - Carterton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______19.25 When resources or opportunities allow, this will to be achieved by: ∗ providing good walking and cycling routes to existing bus stops, including appropriate crossing facilities; ∗ taking any opportunities to improve bus services o and from other surrounding areas, as and when these arise; ∗ providing cycle stands at bus stops where appropriate; ∗ providing of new bus stop locations at new developments; ∗ public transport information is to be provided to the Military base through their on site “information hub;” ∗ encouraging the use of buses by improving marketing and by providing passenger information through on street equipment, website and mobile phones; and ∗ to work with the bus companies to enhance the Witney to Swindon bus service with the aim of making it commercial and fitting the service with the Real-Time Information system.

Behavioural Change

19.26 Access to employment opportunities by walking, cycling and public transport can be challenging, in comparison to travel by private car, although all employment with the town centre is accessible from all areas of the town by sustainable modes. RAF Brize Norton is a key employment site and easily accessible on foot or cycle, as are the Carterton South Industrial Estate, West Oxfordshire Industrial Park and Ventura Park. Bus services provide moderately good access to employment in Witney, and Oxford, although provision is limited toward Swindon.

Where appropriate work with organisations and businesses to reduce the occurrence of congestion and its impact. Support suitable information provision and platforms (such as car sharing) to reduce the need to travel and inefficient car use.

19.27 When resources or opportunities allow, this will be achieved by: ∗ working with those schools and businesses which are contributing to congestion on the road network; ∗ investigating the potential for car clubs or car sharing in the Carterton area, in conjunction with larger employers such as RAF Brize Norton, in order to cut single occupancy

______Page 7 of 10 Chapter 19 - Carterton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______car journeys, particularly by commuters and on the school run; and ∗ encouraging the use of lower emissions vehicles as technology advances and comes forward.

Highway Infrastructure and Demand Management

19.28 Carterton is served by B-classified roads, the B4020 and B4477, which means Carterton is not signed widely across the region.

19.29 Military road freight travelling to and from RAF Brize Norton is common, including wide and long loads, and the routeing of these is an important factor in the design of new road infrastructure.

To make best use of existing road space through careful planning, working with partners and utilising technology.

19.30 When resources or opportunities allow, this will be achieved by: ∗ continuing to work with RAF Brize Norton to establish the implications of Programme Future Brize on the existing transport network to ensure new infrastructure is provided to ensure the intensification of activity; ∗ undertaking feasibility work to examine the options available to serve Carterton by the strategic network. This is likely to involve assessments of the existing B4477 and B4020 to identify the scope for upgrading to ‘A’ road classification and better access onto the A40. This will only be achieved through significant contributions from development of RAF Brize Norton; ∗ conducting a traffic signage review on the strategic road network particularly from A361, and A420 of signage to Carterton and RAF Brize Norton to remove clutter and ensure the routing is correct; also reviewing the signage to Carterton and RAF Brize Norton from local towns such as Witney, Faringdon, Lechlade and Burford to ensure the most appropriate route is signed; ∗ continuing to use technology to monitor how the Oxfordshire road network is operating in order to manage the network by identifying and resolving both short and long term problems. This information could also be used to provide the public and businesses with up-to-date travel information; ______Page 8 of 10 Chapter 19 - Carterton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ reviewing road traffic incidents and conducting speed surveys at sites of concern, particularly at the entrances to Carterton; also considering remedial road safety measures such as installing Vehicle Activated Signage, build outs or lining/surface measures to address speeding; and ∗ continuing traffic monitoring to ensure severe congestion does not develop in Carterton.

Figure 19.2 Future development in Carterton

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20. Chipping Norton Area Strategy

20.1 Chipping Norton is a historic market town which lies on the A44 approximately 20 miles (32km) north west of Oxford and about 12 miles (19km) north of Witney; with Banbury some 13 miles (21km) to the north east with access to the M40 and good services to Birmingham and the North. It is connected, by bus, to Witney and Banbury and by bus/rail link to Oxford, London and Reading. The nearest mainline station is Kingham (4.5 miles). The town lies within the Cotswolds Area of Outstanding Natural Beauty (AONB). This makes Chipping Norton an important centre for tourism.

Figure 20.1 Chipping Norton

20.2 Chipping Norton has a population of approximately 6,000. Surrounded by an extensive rural hinterland and being relatively remote from larger towns, Chipping Norton acts as a service centre for residents, workers, visitors and up to 40 local villages. Although in West Oxfordshire, it reaches out to other parts of Oxfordshire, Warwickshire and Gloucestershire and provides a ‘gateway’ to the Cotswolds for visitors and tourists while retaining its strong heritage as a ‘working town’ with ______Page 1 of 10 Chapter 20 - Chipping Norton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______businesses and retailers of all kinds. The town has many listed buildings and a Conservation Area which covers most of the central, northern and eastern areas of the town. A separate conservation area extends over open land to the south west of the town. The town currently has strong ‘self sufficient’ shops and services, state schools at all levels, health care services, a theatre and sports facilities.

Transport in Chipping Norton

20.3 Shops and services (including two doctor’s surgeries) in Chipping Norton are predominantly concentrated in the centre of the town, within walking distance of the residential areas and are situated near bus stops. There is also a leisure centre to the south of the town.

20.4 There are many places for people to park in and around Chipping Norton town centre, making it extremely accessible by car. West Oxfordshire operates a free parking policy.

20.5 The Chipping Norton to Oxford bus service runs hourly (with more buses in the peak) 7 days a week. Buses run as late as 23.45 from Oxford on Monday to Saturday evenings. The service is operated with new high-specification double-deck vehicles with wi-fi connectivity. Stops along the route have been enhanced to Premium Route standards, with new pole, flag and information cases, improved kerbing and in some locations, Real-Time Information. There are also hourly services to Witney and Banbury, and a 2 hourly service to Stratford-upon-Avon. Local services also run, with some buses to Moreton-in-Marsh and Burford, as well as market day services.

20.6 There is a dedicated railbus which runs from Kingham Station to Chipping Norton and operates to a timetable to ensure the bus connects with trains to and from Oxford, Reading and London Paddington. This has recently been extended to serve the new community hospital and care home complex on London Road.

20.7 Chipping Norton sits astride the junction of the A44 and A361 which is a very busy through route, especially for lorries.

20.8 Over 50% of its residents work within Chipping Norton. The majority of Primary school pupils walk to school and approximately 34% are driven (2009 data). Just over half of ______Page 2 of 10 Chapter 20 - Chipping Norton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______pupils at Chipping Norton Secondary School (and Sixth Form) catch the bus to school as many pupils travel from surrounding settlements; and 30% of pupils walk. 35% of pupils live within cycling distance (5km) of the school, however, the number of pupils who cycle is almost zero; this could be due to the hilly topography of the town and the lack of cycle routes. Some pupils living within Chipping Norton are travelling to school by car, even though the journey is a short walking distance. All Chipping Norton schools have a School Travel plan.

20.9 All areas in Chipping Norton are ranked within the top half of England’s least deprived areas although there are pockets of multiple deprivation.

20.10 Chipping Norton has poor access to healthcare, reflecting the concentration of hospitals in Banbury and Oxford. Local health care is available at GP Surgeries in the town centre and the new community hospital and care home complex on London Road.

20.11 There is a good range of public rights of way that connect the town to its surrounding countryside and settlements. However the network is disjointed in many places where paths meet the road network. Selected improved management, road crossings and traffic-free links could help enable more people to access the countryside.

Transport Strategy

20.12 Due to Chipping Norton’s geographical location and distance from major amenities, employment and healthcare, people are more reliant on their vehicles. Also, the topography of the town coupled with narrow roads within the town make it less conducive to cycling. Initiatives are required to improve the traffic management in the town in order to improve air quality. Better facilities for pedestrians and cyclists will make walking and cycling around the town more desirable.

Walking and Pedestrian environment

20.13 Chipping Norton topographically is set in a high area of the Cotswolds on a steep slope which gives excellent views, however it can deter some people from walking and cycling. However, this topography also makes for an interesting and ______Page 3 of 10 Chapter 20 - Chipping Norton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______attractive recreational walking (and horse riding) destination for locals and visitors.

20.14 The close proximity between key locations have the potential to make positive contributions towards accessibility across Chipping Norton, though, this is hindered due to the topography and relatively poor cycle and walking connections within the residential areas.

20.15 Access to education within Chipping Norton is good. The distribution of the two primary schools and one secondary in Chipping Norton ensures the majority of dwellings are within walking distance. However, pedestrian routes to the schools from most parts of the town involve crossing busy roads, most without pedestrian crossings.

20.16 Legibility, way-finding and permeability are key issues, particularly within residential areas in Chipping Norton for pedestrians to access local services, schools, employment areas and the town centre.

20.17 Adequate footway width and surface, as well as pedestrian safety are also key issues. There are areas of the town with busy traffic and narrow footways but no marked crossings.

20.18 Maintaining and improving links where public rights of way meet urban footways and highways could help to enable more people to feel confident in using alternatives to the private car for local journeys and recreation.

To improve facilities for all pedestrians (including disabled people) across Chipping Norton through developing clear routes from residential areas to the town centre and other services and facilities around the town, along with making sure urban links join up with rights of way.

20.19 When resources or opportunities allow, this will be achieved by:

∗ conducting an audit of footways across Chipping Norton will identify schemes to improve legibility, way finding and permeability by creating formal walking routes to key facilities and employment from residential

______Page 4 of 10 Chapter 20 - Chipping Norton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______areas, and between key facilities by providing signage and improved crossing points; ∗ publicising and promoting walking routes by producing, in conjunction with information on cycling, maps and route planners; ∗ improving the pedestrian environment in Chipping Norton by identifying areas where footways can be improved through widening, resurfacing, providing dropped kerbs, and new or improved crossing points; and ∗ improving connections to the rights of way network particularly where urban footways meet rural rights of way though new footpaths and signage.

Cycling

20.20 Many people commute in to Chipping Norton for secondary education. Access to this secondary education requires either public or private transport as there are no cycle links to Chipping Norton from the surrounding settlements.

20.21 Even within the town, some roads are too narrow for cycle paths. Although cyclists can use bridleways, restricted byways and byways (along with horse riders) these often do not connect up safely with roads that are safe to use. Some of the country lanes around Chipping Norton are quiet and attractive for increased cycling, but the main A and B roads are busier and less attractive. There are lightly footways that could have shared use by cyclists, such as east of the golf course and west towards Churchill.

20.22 There is limited publicity of cycling routes from residential areas, to local services, schools, employment areas and the town centre.

20.23 Cycle parking at key destinations within the town centre is considered poor.

To develop new cycle routes and ensure that the best cycle routes from residential areas to local services, schools, employment areas and the town centre are publicised. To provide a suitable number of good quality cycle stands at key destinations and appropriate infrastructure where required along the route.

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20.24 When resources or opportunities allow, this will be achieved by:

∗ improving facilities for cyclists by conducting an audit of any existing cycleways, well used routes and locations of cycle parking across Chipping Norton. This data will be used to develop schemes which will provide a high quality cycle network; ∗ publicising and promoting cycling routes by producing information on walking, maps and route planners; ∗ making street environment improvements for cyclists (cycle racks) and pedestrians at key destinations and employment sites; and ∗ joining up the riding network across the wider area using public rights of way so that routes for commuting and recreation are improved.

Public Transport

20.25 Chipping Norton has a good range of bus services for a rural market town mixture of town.

20.26 The current bus service to Banbury serves many villages along its route making it slow and unattractive as a viable means of regularly commuting to Banbury.

20.27 Considering the number of bus services which pass through or originate/terminate at Chipping Norton the main bus stops in West Street are too small to accommodate the number of buses, or to offer adequate interchange facilities.

20.28 Terminating bus services have a convoluted route to turn buses around due to the restrictive road network.

To work with the bus companies to enhance the Chipping Norton to Oxford service and to facilitate the provision of an alternate direct and via villages service to Banbury).

To sustain the historic long distance Oxford to Stratford-Upon-Avon route via the Chipping Norton bus service, due to its importance for the local tourist industry.

______Page 6 of 10 Chapter 20 - Chipping Norton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______To ensure the provision of good quality bus information at bus stops and at local amenities in the town.

To enhance bus stop infrastructure and provision in the town, especially at the main West Street bus interchange area.

To ensure that new developments are located and designed to encourage the use of the bus, with particular attention to minimising walking distances to bus stops on the strategic inter-urban routes.

20.29 When resources or opportunities allow, will to be achieved by: ∗ encouraging increased frequency on the Oxford to Chipping Norton bus service; ∗ working with the bus company to ensure a fast and attractive service as possible is provided for travel to Banbury, to encourage greater bus use on this corridor, especially for journeys to work; ∗ taking any opportunities to improve bus services to and from other surrounding areas, as and when these arise; ∗ improving bus stopping arrangements in West Street, permitting better interchange between services; ∗ providing timetables at all bus stops and where available appropriate real-time information, including information via the internet; ∗ providing cycle stands at bus stops where appropriate; ∗ providing new stops when the need occurs; ∗ promoting and enhancing the Kingham Railbus cross- town (London Road - health centre); and ∗ continuing the ‘award-winning’ promotion of the Cotswold Line Railbus.

Behavioural Change

20.30 The majority of Chipping Norton’s built up area is contained within 2km of the town centre. 50% of residents work in the town itself, with relatively more residents working from home than the county average, however, 65% of the population in Chipping Norton drive to work, or are a passenger in a car or van with around 20% walking and just over 1% cycling to work. This level of commuting combined with few people cycling, indicate the need for smarter travel choices in the town.

______Page 7 of 10 Chapter 20 - Chipping Norton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Where appropriate work with organisations and businesses to reduce the occurrence of congestion and its impact. Support suitable information provision and platforms (such as car sharing) to reduce the need to travel and inefficient car use.

20.31 When resources or opportunities allow, this will be achieved by:

∗ working with those schools and businesses which are contributing to congestion on the strategic road network; and ∗ improving the level of information available on sustainable modes of transport;

Traffic Management

20.32 Just over a third of workers travel less than 2km to work, however, two thirds of commuters drive. Access to employment opportunities within the town by walking and cycling could be improved with more comprehensive routes and better promotion of the available routes. However travel for employment outside of the town, requires public or private transport.

20.33 Heavy traffic along the A44, particularly lorries, has led to an Air Quality Management Area Action Plan and an Air Quality Management Area (AQMA) being designated along the A44 and Horsefair and extending along Banbury Road. The presence of heavy through traffic detracts from the quality of the town centre as a destination and deters cyclists from using that route. The requirement for a bypass for the town to ease the impact of lorries on the town centre has been assessed in recent years but is unlikely to be achievable. However, a scheme to de-prime the A44 is currently being pursued; if this is successful then a weight limit could be imposed.

To make best use of existing road space through careful planning, working with partners and utilising technology.

______Page 8 of 10 Chapter 20 - Chipping Norton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______20.34 When resources or opportunities allow this is to be achieved by:

∗ delivering relief to the town centre of Chipping Norton from lorries, including HGV restrictions on Horsefair; ∗ removing primary route status on the A44 between Oxford and Moreton-in-Marsh in order to deliver improvements in the AQMA; ∗ conducting a review on the strategic road network particularly on the A300, A361 and A44 of signage to Chipping Norton to remove clutter and ensure the routing is correct; ∗ encouraging use of Low Emission vehicles as technology advances come forward. With the aim to reduce average CO2 emissions in passenger vehicles and HGV’s across Oxfordshire to 130 g/km by 2030 and improve air quality levels in Chipping Norton; ∗ reviewing road traffic incidents and conducting speed surveys at sites of concern, particularly at the entrances to Chipping Norton and on the B4026 to the south east of the town and A44 London Road. Considering remedial road safety measures such as installing Vehicle Active Signage, build outs or lining/surface measures to address speeding; and ∗ investigating further measures for London Road network management improvements.

______Page 9 of 10 Chapter 20 - Chipping Norton Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Figure 20.2 Future development in Chipping Norton

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21. Faringdon Area Strategy

21.1 Faringdon is a market town in the Vale of White Horse District. It is situated on the edge of the Thames Valley, between the River Thames and the Ridgeway and is 19 miles (30km) southwest of Oxford, 10 miles (16km) northwest of Wantage and 13 miles (21km) northeast of Swindon. The A420 (which is mainly single carriageway with limited stretches of dual carriageway) is situated to the south and east of Faringdon providing good links to other towns; however, there is no rail station. Faringdon is compact yet hilly which could affect movement across the town, especially for local trips.

21.2 Faringdon has a population of approximately 6,000. The town has many local amenities such as 2 primary schools and a secondary school, health centre (with the nearest hospitals being in Witney and Swindon), police station, fire station, leisure centre and library.

Figure 21.1 Faringdon

______Page 1 of 8 Chapter 21 - Faringdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______21.3 According to the Market Town Healthcheck undertaken in 2002 by the town and district councils, compared with the rest of the country, Faringdon may have appeared affluent (ranked 6173/8414 on the indices of deprivation) but it had the fifth worst score within the Vale of White Horse District. Unemployment was low, but so were the average monthly earnings, which at the time were well below the national average. The Healthcheck also identified that a lack of visitor/community focal points and facilities for young people are issues that affect the town’s vitality.

Transport in Faringdon

21.4 The main commercial bus service serving Faringdon operates half hourly between Oxford and Swindon.

21.5 There is also a regular weekday service every one to two hours between Wantage and Faringdon. There are also some minor services that run within the town to Wantage, Buckland and Highworth; however these are mainly Monday to Friday services that run in the mornings only.

21.6 The A420 bypasses Faringdon to the south and east with the A417 and A4095 running through the town to both the north and south. According to the 2001 Census a high proportion of Faringdon’s residents, 47.5%, drive to work. This could be attributed to the main employment bases being located outside Faringdon in Oxford and Swindon which are easily accessible via the A420.

21.7 The main bus stops are located in Faringdon town centre, Park Road and Coxwell Road, along with most schools and local amenities, which means that for many residents (especially those living in the outskirts of the town), driving may be a more attractive option, given the distance to the town centre combined with the local topography.

21.8 There is a good range of public rights of way that connect Faringdon to the surrounding countryside. However, the network is disjointed in many places where paths meet the road network. Selected improved management, road crossings and traffic-free links could help enable more people to access the countryside.

______Page 2 of 8 Chapter 21 - Faringdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Transport Strategy

Walking and the Pedestrian Environment

21.9 There is a lack of clear, readable signage directing people to key destinations particularly within the residential areas of Faringdon. There is also a lack of joined up footways linking the residential areas to key facilities, amenities and the surrounding countryside via urban footways and rights of way. There are a number of footways in Faringdon that are narrow and would benefit from upgrading and light repair. Publicity of pedestrian routes from residential areas to local services, schools, employment areas and the town centre is limited.

21.10 Housing in Faringdon is mainly to the south, west and east of the town centre. This means that some residential areas are a greater distance from the town centre than others, which can discourage residents from walking. The main proportion of students either walk or cycle to the local schools, however a large proportion, 41%, still travel to school by car.

To improve facilities for all pedestrians in Faringdon through developing good clear routes from residential areas to the town centre and other key services and facilities around the town.

21.11 When resources or opportunities allow, this will be achieved by: ∗ conducting an audit of footways will identify measures to improve way finding by creating formal walking routes to key facilities from residential areas and in between key facilities by providing new and improved signage, widening, dropped kerbs and improved crossing points; ∗ publicising and promoting walking routes by producing information on walking maps and route planners; and ∗ improving connections to the rights of way network particularly where urban footways meet rural rights of way.

______Page 3 of 8 Chapter 21 - Faringdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Cycling

21.12 The potential of cycling accessibility across Faringdon is hindered by the relatively poor cycling connections within the residential areas. A Health check carried out in 2002 reports that there is inadequate provision for cyclists within the town and links between Faringdon and its hinterland are poor or non-existent. There is a lack of adequate cycle infrastructure particularly within the town centre and access to key local facilities from residential areas.

21.13 The publicity of cycling routes from residential areas, to local services, schools, employment areas and the town centre is limited. Cycle parking (especially within the town centre) is inadequate and in some cases not fit for purpose.

21.14 There are unclassified tracks and paths surrounding Faringdon which are available for walking and cycling, however these are not publicised within the town. The Regional Cycle Route 40 runs through the southern section of the town; this is also not well publicised. Although cyclists can use bridleways, restricted byways and byways (along with horse riders) these often do no connect up safely with roads.

To develop new cycle routes and ensure that the best cycle links from residential areas to local services, schools, employment areas the town centre and links to Regional Cycle Route 40 are publicised. To provide a suitable number of good quality cycle stands at the destinations and appropriate infrastructure where required along the routes.

21.15 When resources or opportunities allow, this will be achieved by: ∗ improving infrastructure and facilities for cyclists by conducting an audit of existing cycle ways, well used routes and locations of cycle parking across Faringdon in order to develop a high quality cycle network with a particular focus on improving accessibility to key destinations and Regional Cycle Route 40; ∗ publicising and promoting cycle routes by producing, in conjunction with local cycle groups and cycle organisations, information on cycling, maps and route planners; and

______Page 4 of 8 Chapter 21 - Faringdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ joining up the cycling network across the wider area using public rights of way so that routes for commuting and recreation are improved.

Public Transport

21.16 Faringdon does not have direct access to rail services; the nearest rail stations are in Swindon, Oxford and Didcot. Should Grove & Wantage Station be developed this will increase rail access for those living in Faringdon.

21.17 Faringdon has a relatively good range of bus services for a town of its size. However, apart from the main Oxford to Swindon bus route, public transport links to other nearby towns could be improved (as well as increasing the frequency of the Oxford to Swindon service). Public transport links to the Faringdon Community College from areas outside of Faringdon are limited, although students can access the college by three existing bus services that serve bus stops near to the college. The River Thames, with its limited number of crossing points, some of which are inadequate for public service vehicles, presents a barrier to providing bus services to Faringdon.

Work with local bus companies, developers and other partners to improve the frequency and attractiveness of the bus services in Faringdon, thus increasing patronage.

Work with local bus companies, developers and other partners to improve and develop bus services on certain other routes to increase the accessibility of Faringdon to/from other key locations particularly the surrounding villages. Retention of the existing local bus services in the area is also important.

21.18 When resources or opportunities allow, this will be achieved by: ∗ continuing to work with bus operators to upgrade the existing Swindon to Oxford service to 4 buses per hour, in line with the Premium Route strategy; ∗ investigating what improvements could be made to the town centre to improve manoeuvrability for buses around the town centre;

______Page 5 of 8 Chapter 21 - Faringdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ aspiring to premium route standard stops with Real Time Information at bus stops which are accessible by good walking routes, in particular Park Road; ∗ improving the marketing of all bus services to encourage travel by public transport; and ∗ taking any opportunities to improve bus services to and from other surrounding areas, as and when these arise.

Behavioural Change

Where appropriate work with organisations and businesses to reduce the occurrence of congestion and its impact. Support suitable information provision and platforms (such as car sharing) to reduce the need to travel and inefficient car use.

21.19 When resources or opportunities allow, this will be achieved by: ∗ working with those schools and businesses which are contributing to congestion on the strategic road network; and ∗ improving the level of information available on sustainable modes of transport.

Traffic Management

21.20 Faringdon does not suffer with a town wide congestion problem; however during the morning weekday peak periods an increase in volume of traffic causes vehicles to move more slowly especially within the narrow roads of the town centre and accessing the A420.

21.21 The lack of wide spread congestion within Faringdon allows people to drive, even for short journeys; this can exacerbate environmental and air quality issues. Roads within Faringdon and around the town are classified in the priority 1 and 2 lists for gritting in ice and snowy weather conditions as they are both vital links and the only access for the community.

21.22 The road network, within the town centre in particular, is narrow and can easily become congested with on-street parking and/or the presence of large vehicles.

______Page 6 of 8 Chapter 21 - Faringdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______21.23 There are three road accesses to Faringdon from the A420, however only Park Road (A417) has a roundabout. A large number of drivers use this junction wishing to access the A420 carriageway. The majority of employment sites and existing and proposed new housing are mainly situated off Park Road. This development is likely to have an impact on congestion in the area and place greater strain on the Park Road roundabout junction, as well as create potential safety issues.

To make best use of existing road space through careful planning, working with partners and utilisation of technology.

21.24 When resources or opportunities allow; this is to be achieved by: ∗ reviewing road safety incidents and conducting speed surveys and junction reviews at sites of concern. Consider measures such as installing vehicle activated signage, lining, traffic calming measures and junction improvements to address any problems; ∗ considering traffic calming measures along the Highworth Road (B4019) to reduce speeds; ∗ investigating potential improvements to the Park Road roundabout; ∗ reviewing parking arrangements throughout the whole town to enable better management of spaces and improve pedestrian safety; ∗ reviewing the signage within the town centre for all modes; ∗ considering traffic calming measures near schools and cycle routes to enable safer integration of all modes; and ∗ considering implementing traffic calming measures on Canada Lane and Gravel Walk.

______Page 7 of 8 Chapter 21 - Faringdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Figure 21.2 Future development in Faringdon

______Page 8 of 8 Chapter 21 - Faringdon Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

22. Henley-on-Thames Area Strategy

22.1 Henley-on-Thames is an historic town located southeast South Oxfordshire, 24 miles (38km) south-east of Oxford, 9 miles (14km) northeast of Reading and 12 miles south-west (19km) of High Wycombe.

22.2 Most of the surrounding area is within the Chilterns Area of Outstanding Natural Beauty (AONB), with the Ridgeway nearby. The town is bordered to the east by the River Thames which means some areas of Henley-on-Thames are prone to flooding.

Figure 22.1 Henley-on-Thames

22.3 The town centre has a concentration of shops and services with a superstore located on the southern edge of town. Reading, Maidenhead and High Wycombe are the nearest large centres to Henley-on-Thames.

22.4 The Townlands Hospital, which is located within close proximity of the town centre, is accessible on foot from the nearby bus stops. There are six, well distributed, primary schools and one ______Page 1 of 8 Chapter 22 - Henley-on-Thames Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______secondary school, as well as Henley College for post 16 education. As Henley College has a large catchment area it attracts a large number of vehicles which contributes to traffic congestion in the town. There are also a number of health centres and dental practices as well as a leisure centre, situated within the town.

22.5 Henley-on-Thames is a service centre for surrounding villages and also a tourist destination with high visitor numbers for organised events, such as the Regatta and festivals. Its town centre is thriving with the market place and a variety of shops.

Transport in Henley-on-Thames

22.6 The road network suffers from high levels of traffic which has to pass through the town centre as there is no ring road or bypass. The main routes into and through Henley-on-Thames are the A4155 between Reading and Marlow and the A4130 between Maidenhead and Oxford. The road network from Henley-on- Thames has good connections to London via the M4 near Maidenhead and the M40 near High Wycombe. Reading can be accessed via the A4155 and a number of bridge crossings, including the Sonning (B478), Henley and Caversham (A4155).

22.7 The town has a rail station (branch line) with some direct trains to London and regular services for connections to London Paddington, Reading and Oxford.

22.8 Henley-on-Thames is linked with Reading and High Wycombe by bus. These services run approximately every 30 minutes during the week and hourly at weekends. Another service operates from Henley-on-Thames to Wallingford on an hourly basis with additional evening buses provided on Fridays and Saturdays.

22.9 From 2006 – 2009 the town centre underwent some improvements, including signalisation of the Reading Road/Station Road junction, linking the town centre signals to hold traffic on the edges of town, making Duke Street one-way northbound and footway widening on Duke Street and Bell Street to allow greater ease of movement for pedestrians. High quality materials were used to help enhance the pedestrian environment and to be in keeping with the historic environment. Outside of the centre there are limited good quality walking and cycling routes.

______Page 2 of 8 Chapter 22 - Henley-on-Thames Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______22.10 There is high car use with nearly two thirds of the population in Henley-on-Thames driving to work; however, the town does have a high proportion of pupils who walk and cycle to school.

22.11 Access to employment opportunities located to the south of the town (outside the town centre) by walking, cycling and public transport is challenging. The area is served by only one subsidised bus service running on an hourly basis, and it has limited cycling infrastructure. Due to the distance from the town centre, walking is not an attractive option.

22.12 Henley-on-Thames has an Air Quality Management Area (AQMA), which was declared in 2002; it covers the area including Duke Street, Bell Street, Hart Street and the northern section of Reading Road. The town centre schemes implemented to date have helped reduce the levels of pollution in the town centre; however they still exceed the national air quality objective level.

Transport Strategy

Walking and the Pedestrian Environment

22.13 The residential areas around Henley-on-Thames is built up mainly to the south and west of the town. Distances can discourage residents some from walking and cycling to their local facilities.

22.14 Due to the layout of the town it can be difficult for pedestrians to navigate their way around, especially visitors who are unfamiliar with the area.

22.15 There is limited publicity of pedestrian (and cycling) routes from residential areas to local services, schools, employment areas and the town centre. This makes comprehensive use of these facilities challenging.

To improve facilities for all pedestrians (including disabled people) across Henley-on-Thames through developing good clear routes from residential areas to the town centre and other services and facilities, along with making sure urban links join up with rights of way.

22.16 When resources or opportunities allow, this will be achieved by: ∗ conducting an audit of footways will identify ______Page 3 of 8 Chapter 22 - Henley-on-Thames Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______measures to improve navigation by creating formal walking routes between residential areas and key facilities by providing new and improved signage, widening, dropped kerbs, and improved crossing points especially along routes leading to the main employment sites and schools; ∗ improving connections to the rights of way network particularly where urban footways meet rural rights of way; and ∗ publicising and promoting walking routes by producing information on walking maps and route planners.

Cycling

22.17 Overall cycling is significantly less popular in Henley-on-Thames, when compared to national, county and district levels. Despite the relatively wide streets outside the town centre, there is rather limited cycling infrastructure across the town and in the northwest residential and employment areas in particular.

To ensure that the best cycle routes from residential areas to local services, schools, employment areas and the town centre are publicised. To provide a suitable number of good quality cycle stands at the key destinations and appropriate infrastructure where required along the key routes from the town centre to employment and educational facilities.

22.18 When resources or opportunities allow, this will be achieved by: ∗ improving infrastructure and facilities for cyclists by conducting an audit of cycleways, well used routes and locations of cycle parking in order to develop a high quality cycle network; and ∗ publicising and promoting cycling routes by producing, in conjunction with local cycle groups and cycle organisations, information on cycling, maps and route planners.

Public Transport

22.19 Existing services adequately link together all residential areas with the centre; but are currently underused as more people travel by car. Also the one-way system within the town centre

______Page 4 of 8 Chapter 22 - Henley-on-Thames Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______is adds to journey times, particularly for buses from High Wycombe.

22.20 Henley-on-Thames is well served by rail, however greater promotion of the station and services is required to increase rail travel.

22.21 Henley is on the edge of Oxfordshire and therefore has key cross boundary links. These are mainly with Reading and Maidenhead. We will work with neighbouring authorities to improve transport links across the areas.

To work with local bus companies to improve and develop bus services on existing routes and new routes in order to increase accessibility to/from Henley-on-Thames to key facilities, further afield and to secure increased accessibility to education and employment.

22.22 When resources or opportunities allow, this will be achieved by: ∗ working towards 4 buses per hour to Reading and High Wycombe and change the route so that it is a more direct service; ∗ taking any opportunities to improve bus services to and from other surrounding areas, as and when these arise; ∗ working with the Town Council to provide more bus shelters within the town; ∗ investigating provision of a northbound bus stop/lay- by close to the superstore; ∗ upgrading principal bus stops in the town centre; ∗ investigating a coach waiting bay on Deanfield Avenue; ∗ working with partners to improve promotion of the rail services, ∗ producing a travel plan at Henley-on-Thames station and improve facilities; and ∗ supporting the establishment of a Community Rail Partnership.

______Page 5 of 8 Chapter 22 - Henley-on-Thames Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Behavioural Change

Where appropriate work with organisations and businesses to reduce the occurrence of congestion and its impact. Support suitable information provision and platforms (such as car sharing) to reduce the need to travel and inefficient car use.

22.23 When resources or opportunities allow, this will be achieved by: ∗ working with those schools and businesses which are contributing to congestion on the strategic road network; and ∗ improving the level of information available on sustainable modes of transport;

Traffic Management (including Lower Emission Vehicles)

22.24 Through-traffic, which is estimated to account for about half of the overall traffic levels during peak hours, has to go through the town centre and one-way system. The town centre regularly suffers from delays during peak times. Journey times during morning peak hours are relatively long on Northfield End, Bell Street and Reading Road (the main through roads) as well as residential streets adjoining the main roads.

22.25 Delay and congestion is regularly experienced to the east of the town centre. There is only one crossing of the River Thames in the vicinity of Henley-on-Thames, which causes further delays.

To make best use of existing road space through careful planning, working with partners and utilisation of technology.

22.26 When resources or opportunities allow this, will be achieved by:

∗ encouraging the use of lower emissions vehicles as technology advances and comes forward with the aim to reduce average CO2 emissions in passenger vehicles across Oxfordshire to 130 g/km by 2030; ∗ improved signage within the town to aid vehicle movement;

______Page 6 of 8 Chapter 22 - Henley-on-Thames Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ investigate loading restrictions (defined times for loading/deliveries to shops) that can be implemented within the town centre; and ∗ investigating traffic management measures such as parking restrictions, increase of on-street pay & display parking and junction improvements across the town.

22.27 This Area Strategy replaces the Henley Integrated Transport Strategy (HenITS) 2004/2005. The new Area Strategy accommodates the measures of the HenITS. Planning obligation contributions, secured in order to mitigate the impacts of development, towards HenITS will be able to be used on the LTP3 Henley-on-Thames Area Strategy and be in accordance with the planning obligations.

______Page 7 of 8 Chapter 22 - Henley-on-Thames Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

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23. Kidlington Area Strategy

23.1 Kidlington is a large village and civil parish between the River Cherwell and the Oxford Canal. It is situated on the main Oxford to Banbury road (A4260/4165) and is 5 miles (8km) north of Oxford and 7.5 miles (12km) south west of Bicester. The A4260 runs through the middle of Kidlington, the village is located between the A34 and A44.

23.2 Kidlington has a population of approximately 15,000. Today, Kidlington and Gosford's population is approximately 17,500.

23.3 Kidlington has a modern shopping centre, library, large village hall and market. In addition to shops and offices within the main part of the village, Kidlington has an expanding office and commercial area along Langford Lane to the north of the village. The Langford Locks area has a thriving business community that employs nearly 4000 workers. Opposite is Langford Business Parks and Oxford Motor Park.

Figure 23.1 Kidlington

23.4 Kidlington is home to other major employers, including the headquarters of the Oxfordshire Fire and Rescue Service, ______Page 1 of 10 Chapter 23 - Kidlington Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Thames Valley Police, St. John’s Ambulance, and publishing company Elsevier which has its UK head office here. Oxford Airport, renamed London Oxford Airport in 2009, is located nearby, as is Campsfield House, one of ten Immigration Detention Centres run for the UK government.

23.5 Kidlington has four primary schools and one secondary; Gosford Hill School. On the same campus is a community education centre, providing a wide range of courses. Kidlington has good sports facilities. There are recreation and sports areas, as well as a sports complex on the Gosford Hill School campus and a modern Sports Pavilion with associated pitches at Stratfield Brake.

23.6 The village’s built up area extends along Oxford Road and is within walking distance of all residential areas. Key services such as two GP surgeries, the primary schools and a secondary school are distributed either on or close to Oxford Road and therefore are served by premium bus routes. There is also a leisure centre to the south of the village on Oxford Road.

Transport in Kidlington

23.7 Kidlington is very well served by buses linking it with a frequent service to Oxford. Two bus companies provide a very high frequency bus service to Oxford, with up to 24 services per hour for much of the day, and eight buses per hour during the evening, with some buses as late as 0300 at the weekend. Access from some villages and from some other parts of Oxford is not so good, and there are poor interchange arrangements for rail. However, there will be good opportunities for links with rail at the proposed new station at Water Eaton.

23.8 Two bus companies provide a very high frequency bus service to Oxford, with up to 24 services per hour for much of the day, and eight buses per hour during the evening, with some buses as late as 0300 at the weekend. There are also some local services to surrounding villages.

23.9 National Cycle Route 51 links Kidlington to Oxford and Bicester. There is a good range of public rights of way that connect Kidlington to the surrounding countryside. However the network is disjointed in many places where paths meet the road network. Selected improved management, road crossings and traffic-free links could help enable more people to access the countryside. ______Page 2 of 10 Chapter 23 - Kidlington Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

23.10 On average 53% of school pupils walk to school and 25% drive. 17% of pupils at Gosford Hill School catch the bus to school. All schools in Kidlington have a school travel plan.

Transport Strategy

23.11 Cherwell District Council’s Draft Core Strategy identifies limited growth for Kidlington; however, due to development outside the village and Kidlington’s proximity to major amenities, minor roads in Kidlington need protection from excess traffic, especially where traffic is using these roads to avoid congestion locations on the major road network.

Walking and the Pedestrian Environment

23.12 Kidlington is flat, making walking and cycling an ideal mode of transport for some journeys such as those to school, work and local services.

23.13 There are gaps in the network of walking and cycling routes. These do not link up particularly well with the rights of way and rural footpaths. There is also limited publicity of pedestrian and cycling routes from residential areas, to local services, schools, employment areas and the village centre.

23.14 Adequate footway width and surface, as well as pedestrian safety are also key issues. There are areas of the village with busy traffic but no marked crossings.

23.15 Access to education within Kidlington is good. The distribution of the primary schools and one secondary in Kidlington ensures the majority of dwellings are within walking distance. However, pedestrian routes to the schools from most parts of the village involve crossing busy roads, some without pedestrian crossings.

To improve facilities for all pedestrians (including disabled people) across Kidlington through developing good clear routes from residential areas to the village centre and other services and facilities around the village, along with making sure urban links join up with rights of way.

23.16 When resources or opportunities allow, this will be achieved by:

______Page 3 of 10 Chapter 23 - Kidlington Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ improving the pedestrian environment in Kidlington. An audit process will identify areas where footways can be improved through widening, resurfacing, providing dropped kerbs, and new or improved crossing points, which will contribute to greater containment and thus support their vitality and economic success, including the business parks and London Oxford Airport; ∗ publicising and promoting walking routes by producing information on cycling, maps and route planners; ∗ supporting schemes which provide excellent facilities for pedestrians, in particular pedestrianisation of part of the High Street, wider footways and pedestrian crossings; ∗ improving connections to the rights of way network particularly where urban footways meet rural rights of way though new footpaths and signage to provide footpaths throughout the village and into the countryside; ∗ liking Kidlington to the new railway station at Water Eaton to promote the opportunity for walking; and ∗ investigating the options for delivering better links between east and west Kidlington along Oxford Road (A4260).

Cycling

23.17 Cycling in Kidlington is restricted along the major North-South route of Oxford/Banbury Road by heavy through traffic and a relatively large amount of buses. There are also no cycle lanes provided along this route apart from a small section outside the large supermarket. Alternative routes through residential areas do not allow cyclists to move freely as the street layout is disjointed. Cycling infrastructure across many areas of Kidlington could be improved and promotion of both walking and cycling routes may increase the use of these as alternatives to the private car. All parts of Kidlington are ‘in the zone’ for cycling and walking, i.e. are within a 20 minute cycling or walking distance from the village centre.

23.18 Despite National Cycle Route 51 passing through the village there is a limited cycle network connection with surrounding settlements.

______Page 4 of 10 Chapter 23 - Kidlington Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

To develop a series of joined up cycle paths to link residential areas with the village centre and to key local facilities on the southern edge of the village.

To develop safe and secure cycle parking within the village centre and at key local services.

To promote cycle routes, across the wider community, as well as continuing to work with schools.

To improve the village centre, including designs which provide excellent facilities for cyclists such as cycleways, toucan crossings and cycle parking, where necessary.

To improve connections to the rights of way network particularly where urban cycleways meet rural rights of way.

23.19 When resources or opportunities allow this is to be achieved by:

∗ improving infrastructure and facilities for cyclists by conducting an audit of any existing cycleways, well used routes and locations of cycle parking across Kidlington. This data will be used to develop schemes which will provide a high quality cycle network to improve accessibility to key destinations; including the business parks and London Oxford Airport; ∗ joining up the riding network across the wider area using public rights of way so that routes for commuting and recreation are improved; ∗ publicising and promoting cycling routes by producing information on walking, maps and route planners; ∗ making street environment improvements for cyclists (cycle racks) and pedestrians at key destinations and employment sites; ∗ linking Kidlington to the proposed railway station at Water Eaton to promote the opportunity for cycling; and ∗ investigating improving cycling and walking links to the Langford Lane area and shopping facilities in the centre of Kidlington.

______Page 5 of 10 Chapter 23 - Kidlington Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Public Transport

23.20 The bus network from Oxford city centre branches into three variants to serve the Grovelands, Evans Lane and Lyne Road areas. At peak times, this pattern of service extends to serve London Oxford Airport. Services from surrounding villages are subsidised and are unlikely to become commercially viable in the near future.

To maintain a high frequency, quality bus service at a sufficient frequency to catch the number of users wishing to travel by bus between Kidlington and Oxford, and when implemented, to the new railway station at Water Eaton.

To ensure the core Premium Route bus services to/from Oxford maintains reliable and quick journey times, through the implementation and use of appropriate bus priority measures and ticketing improvements.

To make sure that new developments are located and designed to encourage the use of the bus, with particular attention to minimising walking distances to bus stops on the strategic inter-urban routes.

To facilitate the provision of good quality bus information at bus stops and local centres.

To encourage the use of the bus through implementation of new stops and associated infrastructure (including crossings, cycle racks, etc) when the need arises, and maintaining Premium Route stop standards along the premium routes.

To increase rail use by ensuring effective integration of rail and bus services by extending smarter ticketing to include the new Water Eaton station, whilst investigating new bus links to the station from areas where there is an identified need.

23.21 When resources or opportunities allow, this will be achieved by:

∗ developing a direct rapid transit link from Kidlington and/or Water Eaton to serve Oxford’s Eastern Arc (as set out in the Oxford Area Strategy – Chapter 13); ∗ taking any opportunities to improve bus services to and from other surrounding areas, as and when these arise;

______Page 6 of 10 Chapter 23 - Kidlington Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ working with the bus companies and with London Oxford Airport, including associated businesses, to improve the level of service to and from the airport; ∗ installing cycle racks at the main bus stops where space permits; ∗ extension of the Banbury Road bus lane (towards the Bicester Road signals) should the need arise; ∗ implementation of a bus lane on Bicester Road (C43) using additional land rather than just existing highway; and ∗ promoting opportunities to travel by bus between Kidlington and the railway station at Water Eaton.

23.22 In terms of rail, the key issues to investigate are:

∗ smarter ticketing on high–frequency bus services to the station at Water Eaton, by extending the existing Oxford Plusbus zone to include the station; ∗ the growth of London Oxford Airport and need for a bus link to the rail network (probably via Water Eaton station); and ∗ continue to keep open the longer term option of a Kidlington railway station on the Oxford-Banbury line.

Behavioural Change

23.23 In 200169% of residents of Kidlington drove to work with 7% walking, 6% cycling and 4% of residents using the bus. The high percentage of residents driving to work could be due to the distance people travel; with 28% of residents travelling 10-20km. With few people cycling and walking, this indicates the need for a behavioural change in the village.

Where appropriate work with organisations and businesses to reduce the occurrence of congestion and its impact. Support suitable information provision and platforms (such as car sharing) to reduce the need to travel and inefficient car use.

23.24 When resources or opportunities allow, this will be achieved by:

∗ working with those schools and businesses which are contributing to congestion on the strategic road network; and ______Page 7 of 10 Chapter 23 - Kidlington Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ improving the level of information available on sustainable modes of transport;

Traffic Management

23.25 Through traffic from Oxford to Banbury often goes via the village centre. Although this traffic can bypass the centre of Kidlington by using the A44, A4095 and A4260 to get to Banbury. As the A34 and A40 towards Bicester and Witney often get congested, through traffic is using the roads in Kidlington to bypass congestion locations on the major road network. Bicester Road junction towards the A34 is likely to be declared an AQMA in the near future and all major junctions along the A4260 regularly suffer from delays during peak traffic times. The A4165 between Kidlington and Cutteslowe also suffers from congestion.

23.26 Accidents are concentrated on the busier roads, especially the A4260 Oxford Road/Banbury Road. While the A4260 Kidlington roundabout is the principal accident cluster site, although the speed limit on the roundabout has recently been reduced to 40mph. The A44/Langford Lane junction is also a current accident problem site

To discourage through traffic in Kidlington where an alternative, major road network is provided, therefore, to increase the village’s safety and decrease pollution.

23.27 When resources or opportunities allow, this will be achieved by:

∗ working with Chiltern Railways to maximise the potential for sustainable travel to the proposed station, thus minimising the potential for congestion through unnecessary car travel; ∗ reviewing the requirement for further traffic management measures within Kidlington once a station at Water Eaton is operational; ∗ encouraging the use of low emission vehicles as technology advances come forward. With the aim to reduce average CO2 emissions in passenger vehicles and HGVs across Oxfordshire to 130 g/km by 2030 and improve air quality levels in Kidlington.

______Page 8 of 10 Chapter 23 - Kidlington Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ reviewing road traffic incidents and conducting speed surveys at sites of concern, particularly at the entrances to Kidlington, on the A4260 through the centre of the village and on the Bicester Road. ∗ considering remedial road safety measures such as installing Vehicle Active Signage; build outs or lining/surface measures to address speeding; and ∗ conducting a review on the strategic road network particularly from the A44, A40 and A34 of signage to Kidlington to remove clutter and ensure the routing is correct.

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24. Thame Area Strategy

24.1 Thame is a market town, situated on the eastern edge of Oxfordshire adjacent to Aylesbury Vale District. Thame is an important local service centre for near by villages both in Oxfordshire and Buckinghamshire. Thame is 10 miles (16km) southwest of Aylesbury, 15 miles (24km) east of Oxford and 16 (26km) miles northwest of High Wycombe.

24.2 Thame offers a range of independent shops, as well as key services. Historically, agriculture was a main element of Thame’s economy, with regular auctions still taking place at the Cattle Market site. Other employment is situated at Thame Park Business Centre south of the town centre.

Figure 24.1 Thame

24.3 Although Thame is a small town, with a population of around 10,000 (2001 Census). Some of the key services are located on the edge of the town, in particular the Leisure Centre at Lord Williams’s (upper) School to the west. Thame has three primary schools which are well dispersed across the town. Lord Williams’s Secondary School operates a split site, the ______Page 1 of 10 Chapter 24 - Thame Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______Lower School, located to the east of the town and the Upper School located to the far west of the town.

24.4 The town has a Community Hospital located on East Street, along with two health centres also within the town. Thame has a new public library located in the town centre on North Street. Thame Museum was opened in 2007 and the ASM Football Stadium at Meadow View Park opened in 2010

Transport in Thame

24.5 Thame is situated east of the M40; with links to it via the A418 and A329. The A418 and A4129 provide a northern bypass to Thame, which removes much of the traffic from the town centre. The A418 continues north east to Aylesbury.

24.6 Thame’s nearest rail station is at Haddenham & Thame Parkway (in Buckinghamshire) which is around 2.5miles (4km) from Thame by road and there is a desire to develop an all weather cycle route between Thame and the station. The station car park has 488 car parking spaces.

24.7 The Phoenix Trail provides a walking and cycling route to Princes Risborough which forms part of National Cycle Route 57 to Oxford. There is a good range of public rights of way that connect Thame to the surrounding countryside. However the network is disjointed in many places where paths meet the road network. Selected improved management, road crossings and traffic-free links could help enable more people to access the countryside.

24.8 Thame has a good range of bus services running from the town centre. The Aylesbury to Oxford service is a Premium Route that runs via Thame every 20 minutes during the daytime Monday – Friday, but less frequently during evenings and weekends. Another bus service runs from Thame to High Wycombe hourly, every day excluding Sunday. A range of infrequent bus services serve villages in the Thame area. There is also a town centre service providing an infrequent service locally Tuesday to Saturday.

24.9 Thame town centre, primary schools, secondary schools and health centre are accessible from all areas of the town within a 20-30 minute walk, or 5-10 minute cycle ride. All parts of Thame are within a 15 minute cycle ride of the town centre. The location of Lord Williams’s Upper School on the western ______Page 2 of 10 Chapter 24 - Thame Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______edge of the town is around 2 miles from the residential areas to the east of the town centre; however the Phoenix Trail part of National Cycle Route 57 provides a good route for cycling to the school. All of Thame schools have a School Travel plan.

24.10 Thame has approximately 400 town centre car parking spaces.

Transport Strategy

Walking and the Pedestrian Environment

24.11 Thame provides good conditions for walking and cycling throughout the town due to the relatively flat and compact nature of the town. However, the condition and width of footways in some areas of the town centre could be improved to enhance the pedestrian environment.

24.12 Pedestrians experience difficulties crossing the road in several locations; those identified and requiring further investigation include High Street, Wellington Street, Bell Lane, and Thame Park Road.

24.13 The perimeter road provides the only road access to housing developments in north and eastern Thame from A4129 Tythrop Way. There is no footway or cycleway along this road.

24.14 Maintaining and improving links where public rights of way meet urban footways and highways could help to enable more people to feel confident in using alternatives to the private car for local journeys and recreation. There is currently no footpath along the River Thame (to the north of Thame). Improvements to link urban footways with rural rights of way including footpaths and bridleways would improve access the countryside for leisure and health.

To improve facilities for all pedestrians in Thame through developing good, clear routes from residential areas to the town centre and other key services and facilities around the town.

To join up urban footways with public rights of way for both access and leisure.

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24.15 When resources or opportunities allow, this will be achieved by:

∗ improving facilities for pedestrians, across Thame by conducting an audit of footways. The audit will identify schemes to improve legibility, way finding and permeability by creating formal walking routes to key facilities from residential areas, and between key facilities by providing signage and improved crossing points. It will also identify where footways can be improved through widening, providing dropped kerbs, and new or improved crossing points; ∗ exploring new and improved crossing points including on High Street, Wellington Street, Bell Lane, and Thame Park Road, including a review of the mouth width of road junctions, to identify where road space can be re-allocated as pedestrian space; ∗ publicising and promoting walking routes from residential areas to key services and facilities by producing maps and route planners; and ∗ improving connections to the rights of way network particularly where urban footways meet rural rights of way through new footways and signage to provide footways throughout the town and into the countryside.

Cycling

24.16 The provision of formal cycle infrastructure such as on road cycle lanes, and advanced stops lines across Thame are not comprehensive and do not form a joined up network of cycle ways.

24.17 Cycling is a popular mode of transport among rail commuters, and providing an all weather cycle route from Thame town centre to Haddenham & Thame Parkway station would enable better cycling access.

24.18 There are a number of unclassified tracks and paths within the countryside surrounding Thame which are available for walking and cycling however these are not publicised within the town. Although cyclists can use bridleways, restricted byways and byways (along with horse riders) these often do not connect up safely with roads that are safe to use. The

______Page 4 of 10 Chapter 24 - Thame Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______Phoenix Trail cycleway, to the south of Thame, is an excellent well used facility and should be enhanced.

24.19 More safe and secure cycle parking should be provided at key destinations throughout the town, particularly in the town centre and at employment sites.

To develop new cycle routes and ensure that the best cycle links from residential areas to local services, schools, employment areas the town centre and access to National Cycle Route no. 57 are publicised. To provide a suitable number of good quality cycle stands at the key destinations and appropriate infrastructure where required along the routes.

24.20 When resources or opportunities allow, this will be achieved by: ∗ improving facilities for cyclists by conducting an audit of existing cycleways, well-used routes and locations of cycle parking to develop schemes which will provide a high quality cycle network; ∗ an all weather cycle route from Haddenham & Thame Parkway Station via Thame town centre to the Phoenix Trail; ∗ joining up the cycling network across the wider area using public rights of way so that routes for commuting and recreation are improved; and ∗ publicising and promoting cycling routes by producing, in conjunction with information on walking, maps and route planners.

Public Transport

24.21 The main town centre bus stops are located in the High Street and North Street. The town centre is within walking distance of the majority of the town.

24.22 Northeast Thame is not served by any bus service, neither are the employment areas to the south of Thame.

24.23 A bus service from the town centre to Haddenham & Thame Parkway rail station operates every 20 minutes but is less frequent during the evenings. Improvements to the frequency of the bus service may encourage greater use of bus and rail, rather than car and rail travel. ______Page 5 of 10 Chapter 24 - Thame Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______

To work with local bus companies, developers and other partners to improve the frequency and attractiveness of the bus services in Thame, thus increasing patronage.

To ensure that new developments are located and designed to encourage the use of the bus, with particular attention to minimising walking distances to bus stops on the strategic inter-urban routes.

24.24 When resources or opportunities allow, this will be achieved by:

∗ Improving the accessibility of bus services in Thame by providing new stop locations, pedestrian crossings and safe walking routes; ∗ promoting walking and cycling to bus stops and bus stations; ∗ working with local bus companies, developers and other partners to improve the frequency and, attractiveness of the bus routes to Oxford, Aylesbury (including Haddenham & Thame Parkway Station) and High Wycombe; ∗ continuing to work with bus operators to upgrade the Oxford - Aylesbury bus service to 4 buses per hour, in line with the Premium Route Strategy, ensuring all stops along the route are of a high standard and where appropriate Real-Time Information is provided. We will also work with the bus company to explore ways to reduce journey times on this service, including implementing bus priority to improve access to Thame & Oxford, comprising bus lanes, traffic lights, and clearways to reduce delays to bus services and improve reliability; ∗ taking any opportunities to improve bus services to and from other surrounding areas, as and when these arise; ∗ encouraging the use of the bus by improving marketing and by providing passenger information systems; ∗ implementing bus priority measures along the Premium Routes to improve access to Thame & Oxford, comprising bus lanes, traffic lights, and

______Page 6 of 10 Chapter 24 - Thame Area Strategy Oxfordshire Local Transport Plan 2011- 2030 April 2011 ______clearways to reduce delays to bus services and improve reliability; ∗ improving frequency or coverage of local bus routes in the Thame area, particularly the existing local bus service from villages; ∗ exploring opportunities to co-ordinate rail/bus connections at Thame & Haddenham Parkway during weekday evenings, when lower frequency bus services operate. This may take the form of additional journeys to the station; and ∗ providing cycle stands at bus stops.

Behavioural Change

Where appropriate work with organisations and businesses to reduce the occurrence of congestion and its impact. Support suitable information provision and platforms (such as car sharing) to reduce the need to travel and inefficient car use.

24.25 When resources or opportunities allow, this will be achieved by: ∗ working with those schools and businesses which are contributing to congestion on the strategic road network; ∗ improving the level of information available on sustainable modes of transport; and ∗ encouraging the use of lower emission vehicles as technology advances and comes forward.

Traffic Management

24.26 Thame suffers from localised congestion within the town due to the volume of on-street parking. The nature of the historic town of Thame with many dwellings directly fronting the footway, with little or no rear access, results in an increased need for on-street car parking by residents. There is no formal residents’ on-street parking scheme and within the town centre there are marked parking bays with time restrictions to ensure a circulation of visitors and shoppers using the spaces. These restrictions prevent residents from parking all day. In North Street, in particular, the need for on-street car parking out strips supply and vehicles are being parked in unsuitable places.

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24.27 The volume of car parking provision in High Street and Upper High Street, limits the amount of available public space for events. The weekly market is held in Upper High Street and reduces available car parking on a day that attracts more visitors and shoppers to the town.

To make best use of existing road space through careful planning, working with partners and utilising technology.

24.28 When resources or opportunities allow, this will be achieved by:

∗ working in conjunction with South Oxfordshire District Council and Town Council to review and implement a joined up car parking strategy for the pay and display car parks across Thame. Including reviewing long and short stay car parks, uniform and clear charging regime and opening times, as well as ensuring adequate supply of car parking for shoppers, visitors and tourists and signage from radial routes; ∗ assessing the costs and benefits to introducing one- way traffic southbound on Nelson Street to complement, traffic one-way northbound on Rooks Lane; ∗ ensuring the bypass functions as a relief road to the town centre, including the undertaking of a signage review of the road network in order to route through traffic via the bypass; and ∗ reviewing on-street car parking arrangements including those for residents.

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Figure 24.2 Future development in Thame

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25. Wallingford Area Strategy

25.1 Wallingford is a market town in South Oxfordshire with a population of around 8,000. It is located 13 miles (21km) south of Oxford, 6 miles (6km) west of Didcot and 14 miles (22km) northwest of Reading and bordered by both the Wessex Downs and Chiltern Hills Areas of Outstanding Natural Beauty (AONB).

25.2 There is a concentration of shops and services within the town centre, and significant employment at the Hithercroft Industrial Estate in the south west of Wallingford and north of Crowmarsh Gifford where South Oxfordshire District Council have their offices, adjacent to the Centre for Ecology & Hydrology and Howbery Park. CABI is also a large organisation located on the bypass.

25.3 Wallingford has three primary schools and Wallingford School a secondary with 6th Form. Wallingford Community Hospital south of the town centre on Reading Road, also houses the town’s health centre. Sports facilities are located west of Hithercroft and Castle Leisure Centre within Wallingford School site, in the north of the town.

Figure 25.1 Wallingford ______Page 1 of 10 Chapter 25 - Wallingford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______25.4 The town is relatively flat and is a compact and self contained, although Crowmarsh Gifford is nearby, separated by the River Thames and riverside meadows.

Transport within Wallingford

25.5 Wallingford bypass to the south and west of the town was completed in 1993 and relieves Wallingford town centre of through-traffic.

25.6 In 2006 South Oxfordshire District Council (SODC) declared an Air Quality Management Area (AQMA) within Wallingford centred on the Lamb crossroads. SODC has produced an Air Quality Action Plan to address the air quality problem. Traffic has been identified as the main cause of the air pollution.

25.7 Narrow footways inhibit walking and a high quantity of on- street parking inhibits cycling.

25.8 Local groups such as ‘Sustainable Wallingford’ are committed to making Wallingford more environmentally sustainable by improving walking and cycling routes, both within Wallingford, facilities for cyclists to cycle further afield and promoting the “Liftshare” website for Wallingford/ Crowmarsh Gifford Commuting Group Car Share Scheme.

25.9 Wallingford does not have a rail station; however Cholsey Station is around 3 miles from the centre of Wallingford and is accessible by bus and has 61 car parking spaces. Cholsey Station is on the main Oxford to Reading line with trains in both directions every 30 minutes.

25.10 The main bus service provides a half hourly service from Oxford to Reading via Wallingford, Monday to Saturday with a reduced service on Sundays. This service provides buses to Benson, Crowmarsh Gifford, and serves the Reading Road and Winterbrook Road, Wallingford, as well as serving many other villages. There is an hourly service to Henley-on-Thames and Didcot and a Wallingford to Cholsey service which links Wallingford Market Place to Wallingford Community Hospital and Cholsey rail station (approximately hourly).

25.11 Wallingford has approximately 530 town centre car parking spaces (excluding on-street) with an additional 280 spaces at the Riverside car park (available in summer only).

______Page 2 of 10 Chapter 25 - Wallingford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______25.12 There is a good range of public rights of way that connect Wallingford to the surrounding countryside. However the network is disjointed in many places where paths meet the road network. Selected improved management, road crossings and traffic-free links could help enable more people to access the countryside.

A Transport Strategy for Wallingford

Walking & Pedestrian Environment

25.13 The pedestrian environment within Wallingford town centre is poor compared to the attractive setting and architecture of the town. The medieval street pattern means that there is a conflict for space between pedestrian footways and road space. The area around the Lamb crossroads is particularly poor and in parts the footways are very narrow. The Market Place has some public space, where public events take place, as well as loading to frontages. However, sometimes the Market Place is also blighted with illegal short stay car parking.

25.14 St Leonard’s Square acts as a large roundabout, again with narrow footways and most of the space dedicated as road space. St Martin’s Street is traffic calmed and one-way northbound while St Mary’s Street is also traffic calmed and one-way southbound.

25.15 There is no visual or attractive functional link, or adequate signs from the town centre to the River Thames or Thames path.

25.16 Maintaining and improving links where public rights of way meet urban footways and highways could help to enable more people to feel confident in using alternatives to the private car for local journeys and recreation.

To improve facilities for all pedestrians (including disabled people) in Wallingford through developing good, clear routes from residential areas to the town centre and other key services and facilities around the town.

To join, for both access and leisure, urban footways with public rights of way.

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25.17 When resources or opportunities allow, this will be achieved by: ∗ conducting an audit of footways will identify schemes to improve legibility, way finding and permeability by creating formal walking routes to key facilities from residential areas, and between key facilities providing signage and improved crossing points. It will also identify where footways can be improved through widening and providing dropped kerbs; ∗ conducting a study into options to improve the pedestrian environment in Wallingford and in particular at Lamb crossroads, the Market Place, St Martin’s Street, St Mary’s Street and St Leonard’s Square; ∗ providing a clear pedestrian route between the Thames Path and the town centre; ∗ improving signage and links to rural rights of way footpaths and bridleways, to ensure that urban and rural footways are well linked; and ∗ publicising and promoting walking routes from residential areas to key services and facilities by producing maps and route planners.

Cycling

25.18 There are limited cycle routes and infrastructure, particularly within the town centre but also to access key local facilities and employment areas from residential areas. Cycle parking at key destinations within the town is also limited in some areas.

25.19 Publicity (signs & maps) of cycle routes from residential areas to local services, schools, employment areas and the town centre is limited.

25.20 The quantity of on-street parking also inhibits cycling, and is a safety concern in some parts of the town.

25.21 There are a number of unclassified tracks and paths available for walking and cycling within the countryside around Wallingford. However, these are not well publicised within the town. Although cyclists can use bridleways, restricted byways and byways (along with horse riders) these often do not connect safely with roads that are safe to use. The National

______Page 4 of 10 Chapter 25 - Wallingford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Cycle Network route number 5 runs across Wallingford, through the town centre.

To develop new cycle routes and ensure that the best cycle links from residential areas to local services, schools, employment areas the town centre and access to National Cycle Route no 5 are publicised.

To provide a suitable number of good quality cycle stands at the key destinations and appropriate infrastructure where required along the routes.

25.22 When resources or opportunities allow, this will be achieved by: ∗ improving facilities for cyclists by conducting an audit of existing cycleways, well-used routes and locations of cycle parking across Wallingford and Crowmarsh Gifford. This data will be used to develop schemes which will provide a high quality cycle network; ∗ conducting a feasibility study into options of providing a cycle route from the town centre to Hithercroft Industrial Estate; ∗ conducting a feasibility study into options of providing cycle routes between Wallingford and the surrounding areas including Didcot, Benson, Shillingford, Goring, Reading and Oxford; ∗ constructing a cycle route between Chosley and Wallingford, providing the cost can be met from developer contributions; ∗ joining up the cycling network across the wider area using public rights of way so that routes for commuting and recreation are improved; and ∗ publicising and promoting cycle routes by producing cycle route maps and route planners.

Public Transport

25.23 Although there are regular bus services on Reading Road and Wantage Road and via Crowmarsh Gifford, there is limited public transport provision to the Hithercroft Industrial Estate to the south of the town.

25.24 The Market Place is the most suitable location for bus services to stop within the town centre, although many people feel ______Page 5 of 10 Chapter 25 - Wallingford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______the square is dominated by bus movements. We aim to work with bus operators to minimise the environmental impact of buses in the Market Place whilst retaining this as an important and well located facility.

25.25 The majority of traffic movements within Wallingford town centre originate from the local area. Whilst we recognise there is a need to remove through-traffic from the town centre, there is also a need for local residents to use more sustainable modes of travel, especially for trips within the town.

Work with local bus companies, developers and other partners to improve and develop bus services on certain routes to increase the accessibility of Wallingford to/from other key locations particularly towards from the surrounding villages. Retainment of the existing local bus services in the area is also important.

Retain and improve the bus stops within Market Place at the heart of Wallingford to ensure good access to local amenities.

Ensure that new developments are located and designed to encourage the use of the bus, with particular attention to minimising walking distances to bus stops on the strategic inter-urban routes.

25.26 When resources or opportunities allow this is to be achieved by: ∗ continuing to work with bus operators to upgrade the existing Oxford - Reading bus service to 4 buses per hour, in line with the Premium Route Strategy; ∗ working with bus operators to link Wallingford to Didcot with a half hourly service; ∗ taking any opportunities to improve bus services to and from other surrounding areas, as and when these arise; ∗ improving quality of bus stop infrastructure and information at bus stops, particularly in the Market Place by ensuring good access by buses at all times, while working with bus operators to reduce layover time; ∗ improving walking and cycling infrastructure to access public transport;

______Page 6 of 10 Chapter 25 - Wallingford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______∗ promoting walking and cycling to bus stops, bus stations and railway stations; ∗ providing cycle stands at bus stops where appropriate; and ∗ providing new bus stops at new developments.

Behavioural Change

Where appropriate work with organisations and businesses to reduce the occurrence of congestion and its impact. Support suitable information provision and platforms (such as car sharing) to reduce the need to travel and inefficient car use.

25.27 When resources or opportunities allow, this will be achieved by: ∗ working with those schools and businesses which are contributing to congestion on the strategic road network; and ∗ improving the level of information available on sustainable modes of transport;

Traffic Management

25.28 Wallingford does have congestion and air quality problems at certain locations, due to the historical street pattern causing pinch points on the network. Although the traffic levels passing through the town’s AQMA in are not particularly high, when compared to other towns in the county with declared AQMAs, the ‘street canyon’ effect of high-sided buildings with a narrow carriageway makes the problem worse. Also, due to a number of traffic pinch points such as Wallingford Bridge and the Lamb crossroads, queuing traffic occurs along sections of the High Street, Castle Street and St. Martins Street throughout the day.

25.29 Queueing traffic is the main cause of the air quality problems. Traffic queues occur at the Lamb crossroads because the traffic signals only allow one direction of traffic movement at any one time, including a separate phase for pedestrians to cross; this results in traffic queueing. This has led to motorists taking a different route to avoid this junction. Vehicles are routeing through the residential area of north Wallingford from Wantage Road to Wallingford Road/Castle Street. ______Page 7 of 10 Chapter 25 - Wallingford Area Strategy Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Despite there being available capacity on these roads, they are unsuitable to take a large number of vehicles due to housing the two of Wallingford schools, including the secondary school.

25.30 There is criticism that the bypass is not fully utilised, and signage is not clear enough to ensure that through traffic remains on the bypass and does not travel through the town centre.

To make best use of existing road space through careful planning, working with partners and utilising technology.

25.31 When resources or opportunities allow, this will be achieved by:

∗ ensuring through-traffic is directed on the A4130//A4074 bypass by reviewing signage; ∗ conducting a review of signage on the entrances to the town, to ensure key destinations (such as the Community Hospital, Hithercroft Industrial Estate and employment at Howbery park, as well as short and long stay car parks) are signed for traffic to take the most appropriate route; ∗ working in conjunction with SODC to review and implement a joined up car parking strategy for the pay & display car parks across Wallingford, including reviewing long and short stay car parks, uniform and clear charging regime and opening times; ∗ continuing to support SODC with measures to improve Air Quality within the town, and implement the Air Quality Action Plan; ∗ assessing how improvements can be made to better balance pedestrians, cyclists and traffic in the town centre, particular in Market Place, St. Martin’s and St. Mary’s Streets and St. Leonard’s Square, to overall improve the environment of the town centre; and ∗ considering if traffic calming measures throughout north Wallingford would be beneficial to controlling the vehicle movements that use north Wallingford as a route to avoid the Lamb crossroads.

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Figure 25.2 Future development in Wallingford

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Rural Areas

Rural Oxfordshire comprises the entire county except Oxford and the larger and smaller towns. It is very varied, ranging from deep rural areas to villages and some small towns.

Priorities

The priorities for rural areas are as follows:

High priority ∗ Improve the condition of local roads, footways and cycleways, including resilience to climate change ∗ Improve accessibility to work, education and services ∗ Develop and increase cycling and walking for local journeys, recreation and health

Medium priority ∗ Reduce casualties and the dangers associated with travel ∗ Secure infrastructure and services to support development ∗ Reduce carbon emissions from transport ∗ Develop and increase the use of high quality, welcoming public transport

Low priority ∗ Improve air quality, reduce other environmental impacts and enhance the street environment ∗ Reduce congestion

Scenarios

The proposed scenario for the smaller towns involves the following investment package:

Medium investment ∗ Buses ∗ Cycling ∗ Walking ∗ Slower speeds

______Page 1 of 2 Introduction – Rural Areas Oxfordshire LTP3 2011-2030 April 2011 ______Low investment ∗ Rail ∗ Freight management ∗ Behavioural Change

The strategy for rural areas has been developed at two levels. The first looks at the smaller settlements and rural areas while the second concentrates on the major inter-urban corridors in the county.

______Page 2 of 2 Introduction – Rural Areas Oxfordshire Local Transport Plan 2011-2030 April 2011 ______26. Rural Areas

26.1 Oxfordshire is a relatively rural county – the least densely populated in south east England. Rural Oxfordshire encompasses a wide variety of different settings from the high Cotswolds to the Vale of White Horse, from isolated hamlets to small towns. Around 80% of the county is managed for agriculture and there are three extensive Areas of Outstanding Natural Beauty (AONBs), four national nature reserves and 109 sites of special scientific interest.

26.2 There are a large number of small communities in rural Oxfordshire. Of the 308 parishes with a population below 10,000 people, three quarters have fewer than 1,000 residents. Rural Oxfordshire also covers a number of large villages and smaller towns (including settlements such as Bampton, Berinsfield, Burford, Charlbury, Chinnor, Eynsham, Goring, Sonning Common, Watlington, Wheatley and Woodstock).

Problems and challenges

26.3 There has been a decline of retail and other services in villages and small towns in recent years. This is likely to worsen access to services in rural areas by the growing number of older people, and worsen the isolation of vulnerable groups. Increased centralisation of services particularly affects rural areas because it disproportionately increases distances to the remaining service locations for people in rural areas compared to those in larger settlements. In rural areas it is young people and older people who are most affected by reduced access and face social exclusion, especially in areas where public transport provision is limited.

26.4 Rural communities are disproportionately affected by increases in fuel and transport costs. Rural businesses and services benefit from low congestion but face increasing access problems and increasing running costs as the relative price of fuel rises. At the same time, the ‘sustainability’ agenda favours locating business and housing closest to existing larger settlements, in locations better served by public transport, and more accessible by walking and cycling.

26.5 The following paragraphs set out the individual transport problems in the larger rural settlements in Oxfordshire. Many of these - ______Page 1 of 8 Chapter 26 Rural Areas.doc

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______excess traffic on inappropriate roads (particularly lorries) and lack of support for pedestrians and cyclists - also apply to many of the county’s smaller villages.

26.6 Bampton lies at the junction of the A4095 and B4449 and has considerable through-traffic on narrow village roads. The A4095 also serves as an access route into RAF Brize Norton. The Transport Network Review recommended that the A4095 be downgraded to a B-road to discourage its use as a strategic route.

26.7 Burford lies at the junction of the A40, A361 and A424. It is an important tourist destination as well as a local service centre. The narrow bridge over the River Windrush at the north of the town can cause considerable congestion, and the relatively high level of lorry traffic has a negative impact on the environment of the town. A bypass has been considered in the past, but the high financial and environmental cost means this is no longer being pursued. The Transport Network Review recommended the downgrading of the A424 to B-road status and that consideration be given to an environmental weight limit, although the latter would need to be in the context of maintaining important access routes to Gloucestershire.

26.8 Charlbury is located at the junction of the B4022 and B4437; it also has a station on the Cotswold Lineao access is generally good. There are ongoing issues of limited parking within the village and access to the rail station, although these have improved in recent years.

26.9 Chinnor lies at the junction of the B4009 and B4445 and on a well used route to the M40 from Thame, Princes Risborough and Aylesbury Vale. Improved signing has been proposed as a way to reduce through-traffic. Significant housing growth is planned for the village and consideration needs to be given to pedestrian and cyclist amenities in the village.

26.10 Eynsham is an important local service centre in West Oxfordshire. It suffers from severe congestion in peak hours, due to the capacity of the nearby Swinford Toll Bridge as well as its narrow village streets. Measures to reduce congestion on the A40 may reduce the attractiveness of the B4044 as a route into Oxford, and the provision of bus priority on the approaches to the toll bridge might cause some local journeys currently made by car to switch to bus. ______Page 2 of 8 Chapter 26 Rural Areas.doc

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

26.11 Goring-on-Thames is situated at a strategically important crossing of the river Thames and lies on the Great Western mainline. Traffic problems include impaired access to the railway station and inappropriate parking, particularly during the summer when it is a popular riverside destination.

26.12 Sonning Common lies on one of the main routes into Reading from South Oxfordshire. It has seen considerable growth in recent years. Inappropriate parking is a problem, particularly around the village centre and the older parts of the village, but the main concerns are regarding increased use of the B481 by drivers avoiding congestion on other routes into Reading. Oxfordshire County Council has been working with Reading Council to ensure that their transport proposals avoid exacerbating these problems. There is, however, a regular bus service into Reading.

26.13 Watlington is situated at the junction of the B480 and B4009 and has seen increased traffic in recent years due to the nearby M40 junction (Junction 6). The narrow streets in the village combined with the volume of traffic has resulted in air quality problems and an Air Quality Management Area was declared in the centre of Watlington in March 2009. Oxfordshire County Council will work with South Oxfordshire District Council to develop an Air Quality Action Plan to tackle these problems. A bypass or relief road has been suggested in the past, and this was also put forward in the Transport Networks Review, but this is unlikely to be progressed during the life of this Plan.

26.14 Wheatley is located to the east of Oxford near Junction 8 of the M40. Wheatley has some traffic management problems and is used by some drivers as a ‘rat run’ into Oxford to avoid congestion on the main routes into Oxford. Provision for pedestrians and access to the local countryside could be improved. Noise from the nearby A40 has also been highlighted in recent years.

26.15 Woodstock lies on the A44 and high through traffic levels (particularly lorries) have long been an issue for the town. An advisory route to divert freight traffic away from the A44 has been introduced in recent years and this has reduced some of the heavy goods traffic but not eliminated them. The Transport Networks Review recommended the removal of Primary Route

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______status from the A44 and this is being pursued with Gloucestershire and Warwickshire County Councils.

Strategy

26.16 Particular transport objectives for rural Oxfordshire are: ∗ supporting access to work, education and services for the residents of rural Oxfordshire; ∗ supporting the rural economy through access to rural Oxfordshire for all (local residents and non-residents); and ∗ maintaining and improving the condition of local roads, bridleways, footpaths and cycleways, supporting access by all modes.

26.17 To act as a focus for local views on transport, Oxfordshire County Council has recently appointed an Area Steward for each District. Area Stewards will become a point of contact between Oxfordshire County Council and local communities. They will develop detailed knowledge of transport issues in rural communities, and liaise with local partners and interest groups regarding transport improvements.

26.18 Where rural communities develop community-based proposals for improving access to services (for example, community-run transport services), we will consider and support viable plans that are consistent with wider transport policy. Community-led and supported approaches may also provide a way to tackle other common rural travel issues, such as congestion and inappropriate parking near schools.

Strategy – Buses

26.19 Bus services provide a vital means of access to services for those living in rural Oxfordshire who lack access to a car. As outlined in previous chapters, we intend to increase the use of public transport and ensure that it is welcoming and of high quality. Our aspiration for rural buses is for improved services on key routes between towns and to retain a basic county bus network in other areas.

26.20 Oxfordshire has a very good rural bus network at the moment; currently over 75% of rural households in the county can access their nearest town centre by bus in less than 30 minutes.

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______26.21 New remote Park and Ride sites may provide a model for commercially viable rural bus services that improve access to town centres from rural areas, as well as reducing congestion in the towns themselves. Large Park and Ride sites have been potentially identified on the A34 and A40 and A34/A41 corridors. Further investigation will be needed to assess their viability. Smaller remote park and ride sites may be pursued on other routes (A420, A44, A4074) during the course of the Plan if appropriate.

26.22 Most of the bus services in rural areas, excluding those on the main inter-town routes, require public subsidy. We need to see if the access to services that traditional subsidised buses provide can be delivered in more financially viable ways. Many other organisations also run transport services in rural areas and Oxfordshire County Council will be looking to see if there are ways to integrate these to produce a service which meets local needs through satisfying individual choice rather than necessarily providing universal services.

26.23 Community-led approaches may also have an increasing role to play in delivering access to/from rural communities. We would welcome working with local communities to provide better rural transport options.

26.24 Promotional activity to attract users will be part of any significant improvement in public transport service provision, so that potential users are made aware of the improvements.

26.25 Updated infrastructure to improve bus stops will help ensure that the experience is high-quality and welcoming. A simplified form of the standard bus stop pole developed for the Premium Routes will be rolled-out across the county as resources allow.

Strategy – Rail

26.26 Access to passenger rail services is uneven across the county but in those areas where rail stations do exist they offer the chance to access services without adding to problems on rural roads. Provision of services is primarily the responsibility of the rail industry. During the period covered by this Plan we would wish to see improved rail services as a result of the Evergreen 3 and East West Rail proposals and also improved services on the Cotswold Line. Electrification may improve train services between Oxford and London, both fast and stopping. ______Page 5 of 8 Chapter 26 Rural Areas.doc

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

26.27 Our role will mainly be to improve access to rail stations. Exact schemes appropriate for each station will depend on the station’s location and locality, in particular the condition and standard of local roads. Where appropriate, we will consider: ∗ better parking to increase the attractiveness of stations and reduce parking problems in surrounding areas; ∗ better walking and cycling links to stations from nearby villages, particularly where there are no safe routes at present; and ∗ improvements to connections for interchange with bus services – including better waiting facilities and working with the operators to develop combined ticketing and better integration of timetables.

26.28 The aim of all these measures would be to extend the area over which rail services can improve rural access. We will also work with rail companies to improve publicity and marketing of these services.

Strategy – Roads

26.29 Oxfordshire County Council has no plans for major highway improvements in the rural parts of the county over the life of this Plan. We do currently "protect" the lines of two rural bypasses, Marcham Bypass and Sutton Bypass, but only on the basis that these may be necessary to allow development in adjacent areas and we would expect them to be funded largely by those developments.

26.30 Proposals for the change in the status of roads, either in terms of its place in the road hierarchy (A-, B-, C-class roads etc) or through restrictions on their use by different types of vehicle would need to be justified in terms of their contribution to meeting the overall objectives of the Plan in a cost-effective way and not causing problems on other routes.

26.31 Where roads used for local access in rural areas are also key inter-urban corridors, conflicts can occur between rural communities and through traffic. Whilst use of minor roads by lorries is generally undesirable, imposing environmental weight limits on such routes is not considered a general, permanent solution to these conflicts; this can lead to lorries diverting on to even less suitable roads. Environmental weight limits also have to allow for local access. Structural weight limits do not allow ______Page 6 of 8 Chapter 26 Rural Areas.doc

Oxfordshire Local Transport Plan 2011-2030 April 2011 ______such exceptions but they can only be imposed only where surveys show that structures are too weak for heavy loads.

26.32 Freight advisory routes can sometimes provide a more appropriate, pro-active solution to problems caused by freight on rural roads and these will be implemented where appropriate (e.g. the existing advisory route avoiding the A44).

26.33 Locally led and funded solutions for mitigating problems caused by high levels of through traffic may be appropriate in some cases.

26.34 Rural road design needs to accommodate the needs of local users, local residents and the local economy, as well as through traffic. Where resources for road or junction improvements are available, the design will reflect the potential for walking, cycling, horse riding and bus use in that location, and not just consider the needs of motorised traffic.

26.35 Reduced speed limits can improve road safety and help facilitate walking, cycling and horse riding, as well as benefiting rural communities. We will continue to support reductions in the speed limit on single carriageway rural roads from 60 to 50mph, and the introduction of 20mph zones in settlements, Should the experience of the 20mph speed limits in limits in Oxford indicate that this would be worthwhile.

Strategy – Walking and Cycling

26.36 Walking, cycling and horse riding are popular pursuits in rural areas. They enable people to enjoy the countryside in a healthy and non-polluting way. They also bring significant custom to rural businesses and support the rural tourist economy.

26.37 Over 2,600 miles of paths, bridleways and byways are open to the public providing extensive access to the countryside. However these routes do not always provide a connected, safe or enjoyable network for walkers, cyclists and horse riders.

26.38 We will look to improve walking and cycling connections from villages to the rights of way network and to nearby towns, where this is justified by actual or potential use.

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______26.39 If resources allow we will develop rural cycle routes: these would take the form of signed routes on less busy roads, usually connected to the National Cycle Network or other existing cycle routes. In appropriate cases we will consider converting rights of way to cycle use, particularly where this will provide access to basic services or transport opportunities.

26.40 Measures to support walking may also be relevant to increasing access via public transport in some rural areas, since public transport journeys generally begin and end with a walk to a bus stop, and in some areas there is potential for cycling to bus stops or stations. Adequate infrastructure supporting walking and cycling to rural public transport hubs supports rural access to public transport.

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Oxfordshire Local Transport Plan 2011-2030 April 2011 ______27. Inter-urban Corridor Strategies

27.1 This chapter sets out the background to, problems with, and future strategy for, Oxfordshire’s key inter-urban routes.

27.2 Congestion is generally a problem associated with built-up areas. However, a strategy is also required for the inter-urban network that connects towns to each other and to Oxford. This chapter identifies the corridors with the highest number of movements, focusing on the journey to work data. It describes the problems and challenges on the inter-urban networks – road, rail and bus – that link the towns and settlements together.

Trip types

27.3 The inter-urban corridors carry a mixture of trip ‘types’, longer- distance trips as well as shorter ones between local settlements. Journey types in a corridor can therefore be categorised as: ∗ long journeys use the corridor or part of the corridor for part of a longer trip; ∗ inter-settlement journeys are those between two key settlements or employment areas located on a transport link (road or rail) within the corridor; and ∗ local journeys using a major transport corridor for part of a short journey.

27.4 The inter-urban strategies need to consider these different types of journeys and how they can best be accommodated by different modes in order to support the LTP3 objectives.

Oxfordshire’s road network and corridors

27.5 The corridors catering for most trips have been designated Primary Corridors. Those catering for fewer but still significant numbers of trips are Secondary Corridors.

27.6 For each corridor, commuter flows between settlement pairs within the corridor have been identified across all modes. The corridors also carry significant numbers of longer distance trips or draw in trips from smaller settlements which then make onward journeys along the corridor. Strategies have been developed that cater for each of these journey types in order to address identified problems.

______Page 1 of 6 Chapter 27 Inter-urban Corridor Strategies.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

27.7 Oxfordshire has regional and national routes, as well as strategic local routes. The classification of a road is a combination of the standard of the road and the use that is being made of it. Over the course of time this can change in response to patterns of land use and travel, individual roads (or sections of roads), may switch from one "class" to another. This can have implications for the ability of routes to cope, safely and efficiently, with the traffic demands placed upon them and can lead to routes being improved or re-classified.

27.8 Figure 1 below shows the key inter-urban corridors in Oxfordshire and their classification.

27.9 Class 1 roads (Motorways) have limited access and restricted use and are governed by specific legislation. The M40 motorway stretches through eastern Oxfordshire from London to Birmingham and beyond. The M40 itself does not cause significant problems to the Oxfordshire network, except for specific junctions along its route which frequently experience severe congestion. The biggest such impact is M40 Junction 9, in particular the A41 and A34 approaches to this junction where there is already significant congestion and delays. There are also growing problems at Junction 10 with the A43 and Junction 11 at Banbury. Junction 8 is not congested but does attract traffic through nearby villages to access the motorway.

27.10 Class 2 roads (Primary Routes) are nationally designated roads considered suitable for longer distance and inter-regional traffic. They are defined as the main connections between defined primary destinations and form, with motorways, the national lorry route network. They can be dual- or single- carriageway and they should be of a standard allowing free- passage of current and expected future traffic.

27.11 The A34 is a Primary Route of regional significance and extends from Southampton to the M40 at Junction 9 near Bicester. It also forms part of Oxford’s ring road and hence operates as a local strategic road. The A34 impacts on Oxfordshire mainly between Milton Interchange (south of Didcot) and the M40. Local movements for both general traffic and bus services from Didcot, Abingdon and Bicester to Oxford are important for employment and leisure purposes. Didcot and Bicester are identified growth areas, so the A34 is likely to become even more important during this Plan period.

______Page 2 of 6 Chapter 27 Inter-urban Corridor Strategies.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______

Figure 27.1 Key inter-urban corridors in Oxfordshire

27.12 Other Class 2 roads perform both a regional and local strategic function. The A423, A4142, and A40 are other Primary Routes and help to make up the rest of Oxford’s ring road. The A40 is of regional importance and caters for long distance trips. The

______Page 3 of 6 Chapter 27 Inter-urban Corridor Strategies.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Oxfordshire section of the A40 is performing a dual function similar to the A34.

27.13 The A44 is currently a Primary Route but, following the Transport Networks Review and the Air Quality Action Plan for Chipping Norton, this status may change.

27.14 The Class 3a County Principal Roads (Major) are roads suitable for important cross- and inter-county traffic where there are relatively large volumes of traffic. Some examples of county principal roads in Oxfordshire would be the A4074, A388 and A415. They should be of such a standard that they are generally able to carry current flows safely and without excessive delays, although some sections of major A roads might possibly be of a poorer standard.

27.15 The Class 3a roads perform the function of connecting rural Oxfordshire to the strategic routes and are the core routes through or around the larger and smaller towns. Many of these routes are used as premium bus routes connecting up many market towns and small conurbations.

27.16 The Class 3b County Principal Roads (Minor) are roads which serve to link settlements with major A-roads and provide missing links. Some examples in Oxfordshire would be the A4421, A424, A442 and A436. On these roads the principal consideration is that they should be able to carry current flows safely.

27.17 Below this classification there are non-principal classified roads which are suitable for shorter movements where volumes are relatively low and unclassified roads which are generally for local access only.

27.18 Details of current problems on key inter-urban corridors, and how Oxfordshire County Council plans to mitigate them, can be found in Appendix A.

Overall strategy

27.19 As well as strategies specific to individual corridors there is an overall strategy for key inter-urban routes, which aims to set out a consistent approach to delivering Oxfordshire’s transport objectives in relation to these corridors. The strategy broadly consists of supporting “modal shift” (change from car travel to more efficient alternatives for all or part of the journey), using demand management techniques (reducing the need to ______Page 4 of 6 Chapter 27 Inter-urban Corridor Strategies.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______travel) and managing the use of the network to maximise efficiency of vehicle flows.

27.20 Modal shift can help alleviate congestion by reducing the number of vehicles on the roads, making travel more efficient. Specific measures that Oxfordshire County Council will undertake to support informed choices of travel modes by the public are covered in Chapters 5-12 and in the area strategies.

27.21 Modal shift is a broad term, and different types of shift may be relevant to different corridors: for example a car to bus shift may be possible on one corridor and a car to rail shift on another. Non-car modes need to provide alternatives to car travel on key corridors to enable modal shift, through coherent walking and cycling networks, together with attractive public transport services.

27.22 The inter-urban journeys discussed earlier in this chapter are further than most people want to walk or cycle. However better walking or cycling access to public transport can play a part in improving non-car travel choices for the whole journey, e.g. a bike trail. It must be recognised that achieving significant modal shift will depend upon the actions and adaptability of commercial public transport operators, to provide new or enhanced services where demand exists.

27.23 Demand Management and behavioural change can help maximise the efficiency of a road network through actions such as spreading vehicle flows to reduce peak congestion levels. Oxfordshire County Council will use this technique to maximise the efficiency of the road network.

27.24 Network Management involves intelligent fine-tuning of road networks and signalised junctions, to improve traffic flows. This can have a beneficial effect across a range of LTP objectives, particularly congestion and reducing environmental impacts. Actions can range from improvements to signal timings at junctions to the use of variable message signs to give drivers real-time information on the best journey options.

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______Page 6 of 6 Chapter 27 Inter-urban Corridor Strategies.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______28. Programme & Monitoring

General principles

28.1 This Local Transport Plan has been prepared in a very challenging time. It is likely that there will be very limited funding available for transport improvements in the first few years of the Plan. Oxfordshire County Council still believes that it is important that we set out our aspirations for transport in the county. This will allow us to respond to external pressures on the transport system and prepare the county for the future.

28.2 The majority of the funding for transport improvements comes form two sources: government spending allocations and developer contributions. Government spending comes in the form of a block allocation which can be spent on any area of expenditure, not just transport, and specific funding streams such as for large "Major" schemes or in support of particular projects.

28.3 At the time of writing the government had only given firm block allocations for the first two years of the Plan, with indicative allocations for the next two years. In order to prepare an implementation plan for the rest of the LTP period it has been assumed that roughly similar amounts of government funding allocations will be available over the remainder of the 20 years as for the last.

28.4 Developer contributions are negotiated by the council with developers in order that community facilities can be provided to mitigate the impact of new building on the local communities. There are legal restrictions on how these funds can be used which principally relate to the location and type of project.

28.5 Developer contributions can cover either capital improvements (such as building new roads) or revenue support (such as for a new bus service); they also cover a wide range of public activities, not just transport. The council also negotiates with developers to allow them to provide new infrastructure, where this is a more appropriate way forward.

28.6 There have been problems in the past of developer contributions being insufficient to cover the costs of the identified infrastructure. The county council is working on revised procedures to more closely link developments and infrastructure requirements but it is likely, especially with complex ______Page 1 of 14 Chapter 28 - Programme.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______developments, that developer funding will have to be topped up with public funds in some cases.

Prioritisation

28.7 Schemes will be assessed for inclusion in the Transport Improvement Programme on the following basis: ∗ major schemes (>£0.5 million) need to be justified in terms of meeting, or contributing to meeting, the County Council's overall objectives as well as the Local Transport Plan objectives in a cost effective manner; ∗ Fully developer-funded minor schemes are primarily justified in terms of mitigating the impact of development but should preferably also contribute to meeting Local Transport Plan objectives and at the very least should not act against the meeting of these objectives; ∗ Part developer-funded minor schemes need to mitigate the impact of development and contribute to meeting the Local Transport Plan objectives in a cost effective manner; ∗ County Council funded minor schemes need to contribute to meeting the Local Transport Plan objectives in a cost effective manner; ∗ All schemes should be consistent with, and contribute to, the overall strategy scenario for its settlement type and local area.

28.8 The County Council has developed a procedure for assessing the relative value for money of minor schemes. Following a consultation on potential schemes a short list has been drawn up in terms of their relative value. These will be brought forward for possible implementation as resources allow.

Potential Other Funding Sources

28.9 The County Council had been working on a Major Project for improving Access to Oxford. Funding for this was withdrawn by government following the 2010 Comprehensive Spending Review, as it was nationally for all projects which had yet to produce a business case. The county council is still committed to the Access to Oxford project and will be working to identify alternative funding routes which could be used to deliver it.

28.10 The government has announced two major programmes which could be used to help deliver the programme for this Plan. The Regional Growth Fund (RGF) was set up to encourage enterprise ______Page 2 of 14 Chapter 28 - Programme.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______by supporting projects with significant potential for economic and employment growth. The Oxfordshire City-Region Enterprise Partnership has submitted a bid for funding to allow the development of highway infrastructure, public transport, cycling and walking measures in the Science Vale UK area; the East West Rail Consortium has also submitted a bid for the next stage in the development of the Oxford-Bletchley rail line reopening.

28.11 The Local Sustainable Transport Fund (LSTF) has been set up to enable the delivery by local transport authorities of sustainable transport solutions that support economic growth while reducing carbon. We are currently developing a package of appropriate measures.

28.12 It is likely that there will be other funds which will be made available in the future which could be used to support the implementation of this Plan. However success in these competitive processes cannot be guaranteed and so the LTP programme has not included funding from these sources. If a scheme is included in the council funded programme but subsequently forms part of a successful funding bid then the LTP funding will be re-allocated to the next best value for money scheme. This would not necessarily mean a scheme in the same area or a scheme of a similar type.

Programme for 2011/12 - 2015/16

28.13 The programme has been developed in the light of the Spatial Planning and Infrastructure partnership's strategic objectives to: ∗ deliver new housing, including affordable homes ∗ support economic growth ∗ achieve regeneration and tackle deprivation; and ∗ contribute to meeting strategic infrastructure needs.

28.14 The programme has also taken into account the proposals included in the Oxfordshire Local Investment Plan (March 2010) which sets out a development programme to meet these objectives. This sets out a list of 36 top priority strategic infrastructure schemes, including 17 transport schemes, with a target for these to be delivered by 2015 (but acknowledged that there may not be enough money available to pay for all these schemes in this time frame).

28.15 There is still considerable work to be undertaken to identify a full programme, even for the first five years of this LTP. This is

______Page 3 of 14 Chapter 28 - Programme.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______particularly true with regard to minor schemes and developer funded schemes. The intention is that the programme will be rolled forward on at least an annual basis with more frequent revisions should the circumstances require this.

28.16 The proposed implementation programme for the first 5 years of this LTP is shown in the table below. It should be noted that the programme is incomplete with regard to developer funded schemes, particularly from 2013/14 onwards, where the timetable for delivery is dependent upon the pace of the development(s) which are supplying the funding. Where developer funding is not sufficient to deliver a project then this will be considered for county council funding, although it would need to justify its inclusion in the county programme in terms of its contribution to meeting the county council's LTP3 goals and objectives.

PROPOSED IMPLEMENTATION CAPITAL PROGRAMME 2011-2016

£000s ( * denotes 2011/ 2012/ 2013/ 2014/ 2015/ a LIP scheme) 2012 2013 2014 2015 2016

STRUCTURAL MAINTENANCE Carriageway 3,439 3,340 3,580 3,605 3,590 schemes Footway 1,696 1,350 1,350 1,350 1,300 schemes Surface 3,800 3,900 3,850 3,900 3,900 treatments Street Lighting 500 500 500 500 500 Drainage 1,200 1,100 1,100 950 950 Bridges 1,105 1,400 1,060 1,015 930 Iffley Road 1,340 1,010 Oxford SM Ruscote Avenue 606 Banbury SM Total SM 13,686 12,600 11,440 11,320 11,170

INTEGRATED TRANSPORT OCC funded Future Transport schemes - to be 300 1,285 1,965 1,900 1,900 used to Infrastructure supplement s106 Schemes funding Implementation to Frideswide to be to be to be to be be developer and/ Square * deter- deter- deter- deter- 400 or government mined mined mined mined funded ______Page 4 of 14 Chapter 28 - Programme.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______Banbury N/S £260K match Route* 170 330 funding available from development Science Vale Included in RGF Transport to be to be to be bid 200 200 deter- deter- deter- Package - mined mined mined detailed design* Science Vale Transport to be to be to be 50 150 deter- deter- deter- Package - cycle mined mined mined network* Science Vale Transport to be to be to be Package - public 125 deter- deter- deter- transport mined mined mined network* s106 funded Small developer to be to be to be schemes (further funded/led deter- deter- deter- 1,058 68 schemes to be mined mined mined schemes identified) Cogges Link includes s106 1,393 8,085 3,904 3,131 Road, Witney * funding Didcot Parkway 1,321 2,661 214 587 Interchange * Kennington Rbt 250 2,250 upgrade * Hinksey Hill Previously elements of Interchange 10 240 Access to Oxford upgrade * project Heyford Hill Rbt 25 475 enhancement * Downs Road/A40 to be to be to be to be Implementation to junction Witney 50 deter- deter- deter- deter- be developer mined mined mined mined funded Speed Limit 138 Review Thornhill P&R to be to be to be to be Implementation to extension 85 deter- deter- deter- deter- be developer mined mined mined mined funded Total IT 5,575 15,744 6,083 5,618 1,900 Total Programme 19,261 28,344 17,523 16,938 13,070

28.17 The schemes in the preceding table where project development costs alone are included (Frideswide Square, Science Vale Transport Package, A40 Downs Road, Thornhill Park and Ride extension), are on the basis that implementation will require

______Page 5 of 14 Chapter 28 - Programme.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______either a successful application for external funding and/or sufficient developer funds being available.

28.18 The following additional strategic schemes have been identified for potential delivery during the Plan period. Because of the long lead times that are often involved in scheme development, work on some of these schemes may commence in the short term but implementation may not happen until later in the Plan period (schemes marked * are included within the Local Investment Plan):

∗ Frideswide Square and approaches - remodelling ∗ Oxford Rail Station Transfer Deck* ∗ Thornhill Park & Ride expansion and parking management* ∗ A40/A44/A34 Oxford Northern Approaches * ∗ Science Vale Transport Package: Harwell Strategic Link Road / Harwell Field Link Road / Wantage Eastern Link Road / Rowstock junction upgrade / Rowstock Western Link / Featherbed Lane Improvement / Grove & Wantage Rail Station / Science Vale Strategic Public Transport and Cycle Networks * ∗ A41 park & ride & bus priority, Bicester * ∗ Oxford Eastern Arc improved access to employment, including public transport enhancement ∗ Increased park and ride capacity and infrastructure, including potential remote Park & Ride ∗ Bicester Eastern Perimeter Route Improvement ∗ Strategic Cycle Routes e.g. Witney-Carterton, Eynsham - Oxford ∗ A40/Downs Road junction ∗ Witney - Oxford corridor capacity improvement

28.19 Details of the more local/smaller area strategy schemes needed to deliver the area strategies will be presented to Cabinet as a separate paper. Those schemes will then also be used to collect developer contributions towards the town strategy, and if justified be funded from the Integrated Transport block as yet unallocated in the capital programme. Other supporting measures which may be put forward for this funding include better travel information, network management and smart ticketing. It is also expected that significant progress would be made by other agencies on the following Local Investment Plan schemes by 2021:

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∗ Chiltern Railways Evergreen 3 ∗ East West Rail (western section) ∗ M40 Junction 9 Improvements ∗ South West Bicester Perimeter Road ∗ Didcot northern perimeter road Phase 3 ∗ Cotswold Line re-doubling

Expected outcomes

28.20 As part of the process for assessing the relative value of different scenarios we commissioned the development of a strategic impact model , intra-sim. This model takes the results from the county's traffic models and uses these, together with current research, to assess the impact of different scenarios on a variety of outcomes. The results from the model on the preferred scenario for each settlement type are given in the table below. This scenario has formed the basis for the strategies outlined in this plan. The results are shown in terms of the relative change form a "business as usual" option of minimal improvement over the 20 year assessment period.

28.21 The model indicates that the strategy in this Plan would : ∗ improve accessibility for all three modes of travel in all the settlement types - although the level of improvement for cycle is relatively low; ∗ give reductions in carbon dioxide emission - these would be in addition to those which would be expected from changes introduced at the national or international level; ∗ reduce congestion, as measured by junction delay, in three of the four settlement types with only the smaller towns, where it is usually more difficult to bring about improvements through traffic management, showing a worsening; ∗ give a mixed result in terms of environmental impacts of transport - this suggests that more effort probably needs to be given to effecting behavioural change in order to reduce traffic growth and to seeking to reduce the impact of larger vehicles such as lorries and buses; within the county's towns; and ∗ there is an overall reduction in the number of accidents - mostly attributable to reduced speeds on rural roads - although there would be an increase in accidents in the county's towns which would need to guarded against.

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OXFORD* LARGER SMALLER RURAL TOWNS TOWNS OXFORD- SHIRE Accessibility by Bus Town centres -14% -52% -12% -28% Hospitals -6% -49% -7% -20% Workplaces -17% -66% -15% -38% Accessibility on Foot Town centres -7% -4% -4% -5% Hospitals -13% -6% -4% -7% Workplaces -24% -9% -11% -25% Accessibility by Cycle Town centres -1% -1% -1% -1% Hospitals -2% -1% -1% -2% Workplaces -3% -2% -2% -3% Climate Carbon Dioxide -37% -14 -18 -10 Emissions (-95 kT) (-17 kT) (-4 kT) (-2434 kT) Economy Junction Delay -2% -37% +3% -7% Environment Oxides of Nitrogen -5% +7% +1% -8% Particulates +2% -1% +0.% -0% Carbon Monoxide +1% -1% +1% -8% Hydrocarbons +0% +5% +1% -2% Benzene +4% -1% +1% -4% 1-3Butadiene -3% +9% +2% -2% Vibration -13% -19% -1% -25% Noise -2% -5% -0% -6.% Safety Total injury accidents -9% +4 +2% -17%

* excludes impact of rapid transit system for Eastern Arc (n.b. negative values denote an improvement)

28.22 These results do not include the impact which might be expected with the introduction of the rapid transit system outlined in the Oxford Area Strategy. These have not yet been worked up in sufficient detail to allow them to be modelled. It would be expected that this scheme, along with the associated model would lead to a significant shift from private transport to clean public transport which would result in reduced carbon emission and pollution, reduced congestion and possibly fewer ______Page 8 of 14 Chapter 28 - Programme.doc Oxfordshire Local Transport Plan 2011-2030 April 2011 ______accidents. As the development of this scheme improves then the value of this improvement in terms of these impacts will become clearer.

28.23 A Strategic Environmental Assessment (SEA) has been carried out on this Plan. The SEA identifies significant positive effects from the LTP, principally though improvements to health through better opportunities for walking and cycling as well as overall accessibility and built environment improvements. The SEA did identify significant negative effects which are attributable to new highway links in Bicester, Science Vale and Witney which could give rise to some permanent and irreversible impacts upon landscape, soils and biodiversity.

28.24 The SEA recommends that these projects be subject to detailed Environmental Impact Assessment including biodiversity, archaeological and soil quality impacts. The assessment recommends that a greater investment in demand management is considered for the larger towns to promote a greater level of modal shift and that opportunities should be taken to incorporate tree planting into scheme design.

28.25 A Habitats Regulations Assessment (HRA) has been carried out on the Plan. The purpose of this assessment is to determine whether the Plan would have any significant negative impact on areas of ecological, scientific or nature conservation importance or interest. A second stage screening has been carried out on the LTP programme.

28.26 The HRA found that there were no likely significant effects predicted from the schemes currently included in the LTP programme, however there were potential impacts in the future from the following:

∗ the upgrading of Pear Tree and Water Eaton park and ride sites (and the Water Eaton rail station); ∗ the improvements to Oxford northern approaches; ∗ Woodstock Road bus corridor improvements; ∗ Science Vale UK strategic cycling schemes (Dorchester to Little Wittenham); and ∗ Abingdon bus service improvements (Cothill Fen).

28.27 The HRA recommends that project level assessments are carried out on each of these projects before work commences on them.

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28.28 A monitoring programme will be developed during the course of 2011 and will be added to the LTP at the Plan's first annual review. Our current thinking on the monitoring framework which we are considering is set out in the table below.

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LTP Objective Proposals to measure / monitor objective 1. Improve the condition of Improve condition of local roads, footways and cycle ways. local roads, footways Data is collected from a number of sources: and cycle ways, ∗ BVPI187 – Condition of highways. including resilience to ∗ BVPI224b - Percentage of the unclassified road network where structural maintenance climate change should be considered. ∗ NI168 - Principal roads where maintenance should be considered. ∗ NI169 - Non-principal roads where maintenance should be considered. ∗ Road defect repair data (method and format still to be decided). ∗ Cycleways data may be collated from four possible sources: o Highway Safety Inspections where cycle ways are part of the established highway network; however any defects raised may not be distinguishable as specifically relating to cycle ways. o Any Countryside Services inspections of public footpaths open to bicycles. o Any Sustrans inspection data if available. It is likely that Sustrans users or staff will raise defects as a member of the public. o Highway defect repair data – however it is probable that some cycle ways data cannot be separated from road defects as a whole. ∗ NHT public satisfaction survey: KBI 23 - Overall Satisfaction with the Condition of Highways i.e. roads and pavements.

Resilience to climate change. This can be monitored by mapping the volume of road defects against the average monthly temperature and any other reasonably available weather or climate data. These will show over time

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whether there is a correlation between climate / weather and the condition of the highway. These data will also show if there is a trend of improvement (i.e. a fall in the volume of overall road defects). This needs further work to ensure it is being monitored thoroughly. 2. Reduce congestion Potentially an overall score made up of: i. County-wide morning peak journey time per mile (per vehicle) ii. Morning peak journey time per mile for each of Oxford, Abingdon, Banbury, Bicester, Didcot, Wantage/Grove and Witney iii. Journey time per passenger in Oxford to ensure greater measurement of person (rather than vehicle) congestion Also need to consider county-wide percentage of county A-road network where more than a minute per mile difference between peak and off-peak travel speeds. There is a problem in time lag on delivery and analysis of some data supplied by third parties on journey times across county network. 3. Reduce casualties and Data is collected from a number of sources: the dangers associated 1. NI047 - Number of people killed or seriously injured (KSI) in road traffic collisions. with travel 2. NI048 - Number of children (aged under 16 years) killed or seriously injured (KSI) in road traffic collisions. 3. Benchmarking with other local authorities. 4. NHT public satisfaction survey: KBI 20 – Overall satisfaction with road safety locally; KBI 21 – Satisfaction with road safety environment; KBI 22 – Satisfaction with road safety education. 4. Improve accessibility to Data is collected from a number of sources: work, education and ∗ NI175 - Access to services by public transport/walk/cycle. services ∗ NI176 - Working age people with access to employment by Public Transport. ∗ NHT public satisfaction survey: KBI 03 – Ease of access to key services (all people); KBI 04 – Ease of access to key services (people with disabilities); KBI 05 – Ease of access to key services (no car households).

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There is concern that the national indicator data only lead to small changes and are not able to influence decision making. These results are also unstable therefore should be used with caution. A simpler alternative option is to look at the population within 30/60 minutes public transport travel of each of larger towns - modelling of cycling and walking accessibility not considered appropriate because improvements in facilities rarely leads to changes in calculated accessibility value . 5. Secure infrastructure Based on the Local Investment Plan priorities drawn up by the Planning and Infrastructure Partnership and services to support using a simple RAG status to measure progress. development 6. Reduce carbon Vehicle mileage data can be used as a base, although these data do present difficulties when emissions from transport looking at the county as a whole. Possibility of refining this objective through: ∗ Data on volume of fuel sales across the county. ∗ National Audit Office KPI library. 7. Improve air quality, Data may come from: reduce other ∗ Number of current Air Quality Management Areas (AQMA) in the county, (although environmental declaring an AQMA not wholly a technical process and no declared AQMAs have yet to impacts and enhance have status lifted through air quality improvement). the street environment ∗ The Nitrogen Dioxide (NO2) levels in each AQMA needs to be tracked - will pick up improvements which are less than needed to "un-declare" AQMAs - data only available as annual figure. ∗ Possible future noise monitoring through ‘Noise Action Plans’. 8. Develop and increase Data is collected from a number of sources: the use of high quality, ∗ Bus journey times and reliability from real time and Automatic Number Plate Recognition welcoming public (ANPR) camera data. transport ∗ NHT public satisfaction survey: KBI 06 – Overall satisfaction with local bus services; KBI 07 – Satisfaction with local bus services (BVPI104); KBI 08 – Satisfaction with local public transport information (BVPI103); KBI 09 – Satisfaction with local taxi (or mini-cab) services;

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KBI 10 – Overall satisfaction with community transport (e.g. Dial-a-Ride and volunteer cars). 9. Develop and increase Data is collected from a number of sources: cycling and walking for ∗ Cycle ATC monitoring. local journeys, ∗ NHT public satisfaction survey: KBI 11 – Overall satisfaction with pavements and footpaths; recreation and health KBI 12 – Satisfaction with specific aspects of pavements and footpaths; KBI 13 – Overall satisfaction with cycle routes and facilities; KBI 14 – Satisfaction with specific aspects of cycle routes and facilities; KBI 15 – Overall satisfaction with the local rights of way network; KBI 16 – Satisfaction with specific aspects if the local rights of way network. ∗ Mobile phone data may help monitor the absolute number of (and any changes in) cycling levels.

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