Transport Assessment (Appendices C – E) Key Transport Consultants Ltd April 2021 APPENDIX C Cycle Parking Technical Note F:\DATA\Jobs\1085 CBSV, Oxford Brookes University\Reports\TA\TA v1.1.docx Technical Note TN01 Title Cycle Parking for Student Accommodation Site Location Clive Booth Student Village, John Garne Way, Oxford OX3 0FN Prepared by MJ Checked by PM Reviewed by PM Date 21 April 2021 Version 1.2 1. INTRODUCTION 1.1. This Technical Note (TN) has been prepared by Key Transport Consultants (KTC) as Transport Consultants to Oxford Brookes University, to inform the design and provision of cycle parking facilities associated with a proposed Student Accommodation (SA) development at Clive Booth Student Village (CBSV), in Headington, Oxford, and to support the production of a Transport Assessment (TA) to accompany a subsequent planning application. Aim 1.2. This TN aims to: identify current cycle policy requirements in Oxford, with respect to the specific locational characteristics of the CBSV site; outline key design considerations; and highlight any opportunities and shortcomings with current cycle parking provision within the CBSV site, to inform improvements to the overall design of the SA proposal. Report Structure 1.3. To achieve the aim of this TN, it is structured as follows: • Section 2 reviews current cycle parking policies for Oxford, highlighting design requirements, and recent policy changes which now offer some flexibility in terms of the minimum number of SA cycle parking spaces that would normally be required at highly-sustainable sites, subject to specific locational, empirical and design considerations; • To address policy requirements, Section 3 examines the location of the CBSV site in terms of accessibility, permeability, sustainability and its proximity to related university sites and other facilities to demonstrate its suitability for a reduced level of on-site cycle parking; • In support of this, Section 4 uses empirical evidence of the current occupancy of cycle facilities at the existing CBSV site to calculate an appropriate minimum level of cycle parking provision that may be expected to be used at an expanded SA site; and, • Section 5 addresses design issues through an assessment of the condition, location and suitability of existing CBSV cycle parking facilities. Key areas for improvement are highlighted to inform future design. • Details of proposed cycle parking provision for the CBSV development proposals are set out in Section 6 and conclusions are provided in Section 7. F:\DATA\Jobs\1085 CBSV, Oxford Brookes University\Reports\TN\TN01 Cycle Parking at CBSV v1.2.docx 1 2. POLICY REVIEW The Adopted Local Plan 2.1. The adoption of the new Oxford Local Plan 2036 (OLP) in June 2020 reiterates the Council’s continuing commitment for encouraging cycling as an active, sustainable and growing form of travel. 2.2. This is partly achieved by ensuring that new residential developments provide appropriate levels of secure and convenient cycle parking (paras 1.63 & 7.37) with ‘Sufficient, high-quality cycle parking… [being] especially important at car free developments’ (para 7.38). 2.3. To prioritise cycling within the city, OLP Policy M1 requires new developments to include high-quality cycle connections to accommodate growth (d), ‘accessible, conveniently located, secure cycle parking in both private and publicly accessible areas’ (e) and notes the provision of on-site facilities such as showers and changing facilities to promote cycle use (f). General Design Considerations 2.4. OLP Policies M1 and M5 both indicate that good cycle parking design is a key factor in promoting cycle use at new developments. It is noted that the retrofitting of bike stores can detract from the quality of the overall design and, for flats in particular, secure, convenient cycle parking should be thought out early in the design process (OLP para 6.44). 2.5. Policy M5 (shown overleaf) highlights that cycle parking should be accessible, conveniently located, covered (where possible enclosed) and secure, with a level access to the street. 2.6. Policy M5 also states cycle facilities should be adequate to accommodate appropriate levels of cycle parking for the needs of all cycle users including disabled persons, bicycle trailers, cargo bicycles and facilities for electric charging infrastructure. 2.7. A mix of private/public, sheltered and secure cycle parking is therefore required to attract a range of users. Short-stay (visitor) cycle parking should be positioned near the main building access, whilst secure, covered facilities for residents should avoid the need to wheel cycles through hallways with a level, convenient access route to the street provided (para 7.39). 2.8. The use of Sheffield Stands (suitable for 2 bikes) is generally acceptable, subject to adequate space and access (CDS para 7.38), but it notes that the use and ownership of electric bikes is expected to increase which require not only secure, convenient storage but charging infrastructure (para 7.39). 2.9. General cycle design guidance is also provided in the Oxfordshire Cycling Design Standards: A Guide for Developers, Planners and Engineers (CDS) (OCC 2017) which refers to Manual for Streets (Department for Transport 2007) principles and Streets for All (Historic England 2008) guidance. F:\DATA\Jobs\1085 CBSV, Oxford Brookes University\Reports\TN\TN01 Cycle Parking at CBSV v1.2.docx 2 Quantity of Cycle Parking Provision 2.10. Minimum residential cycle parking standards are detailed in Appendix 7.4 of the OLP (extract below) 2.11. Although new SA sites normally require a minimum 1 cycle space per bedroom (i.e. a ratio of 4:4), to avoid unnecessary overprovision at highly-sustainable sites, some flexibility is provided by Policy M5 (below). This allows for a lower quantity of SA residential cycle parking provision subject to: I. The site being accessible and conveniently located close to institutions where most occupants will be studying; II. It being demonstrated through a TA that, as a result of the site location, there is existing unused cycle parking capacity; and, III. Proposed cycle parking provision is well designed, meets standards, and in appropriate locations within the site. 2.12. The full text of Policy M5 is included overleaf. F:\DATA\Jobs\1085 CBSV, Oxford Brookes University\Reports\TN\TN01 Cycle Parking at CBSV v1.2.docx 3 F:\DATA\Jobs\1085 CBSV, Oxford Brookes University\Reports\TN\TN01 Cycle Parking at CBSV v1.2.docx 4 3. SITE LOCATION ASSESSMENT Introduction 3.1. This section of the TN assesses the location of the CBSV site to demonstrate its suitability for reduced levels of on-site cycle parking, in line with OLP Policy M5 requirements. Proximity to Related OBU Sites 3.2. Figure 3.1 illustrates that CBSV is conveniently positioned within the wider OBU Headington Campus. Lecture venues in Marston, just over 400m (about 5 minutes’ walk, “as the crow flies”) to the north; directly to the south around Headington Hill; within Headington itself and on nearby Gipsy Lane, just over 400m to the south-east, are all within a short walking distance and are therefore likely to result in low levels of cycle journeys. 3.3. These OBU sites are considered likely to be the main study locations for a majority of resident students at CBSV given their free choice of accommodation sites and the convenience it offers. This is supported by existing occupancy patterns provided by OBU, with walking being the primary mode choice for journeys of less than 15 minutes (OBU Travel Survey 2019). Figure 3.1: CBSV Site Location, Connecting Routes and Proximity to OBU Facilities F:\DATA\Jobs\1085 CBSV, Oxford Brookes University\Reports\TN\TN01 Cycle Parking at CBSV v1.2.docx 5 Site Accessibility and Permeability 3.4. As Figure 3.1 illustrates using dotted lines, the CBSV site benefits from a high level of connectivity and permeability to adjacent footpath routes. There is an existing direct connection through the CBSV site, between Marston Road in the east, via John Garne Way, to Pullens Lane in the west. This provides convenient links with Headington Road which, although suitable for both cycling and walking trips, reduces the travel time for short journeys which may encourage lower levels of resident cycle ownership. 3.5. Further traffic-free routes are available to the south via Cuckoo Lane which runs along the sites southern boundary and connect to Headington Hill Hall and over Headington Road using a footbridge to Cheney Student Village. It is important to note that currently Cuckoo Lane is designated as a public footpath and cycling is not permitted without a Cycle Track Order. Oxfordshire County Council is investigating upgrading Cuckoo Lane to provide a cycle route although a final scheme and timetable for delivery are currently unclear. 3.6. Figure 3.2 below shows isochrones of the approximate walk times from the CBSV site. Key related OBU sites are within about a 10-minute walk, although given the likely fitness levels of many of the students and their knowledge of the quickest routes (including through buildings), this could be reduced further. Figure 3.2: Walking Travel Time Isochrones (Source: www.journeyplanner.travelwest.info) F:\DATA\Jobs\1085 CBSV, Oxford Brookes University\Reports\TN\TN01 Cycle Parking at CBSV v1.2.docx 6 3.7. It is recognised that not all student journeys will be between their accommodation and the teaching spaces at the University. The University Sports Centre is another potential destination for students but this is also at Headington and so likewise a relatively short walk from CBSV. For journeys further afield, students at CBSV are entitled to inclusive travel (ie no charge) on the BROOKESbus services. Even so, some students living at CBSV will want access to a cycle to enable flexible travel or recreational use.