Oxfordshire 2050 A vision for the future
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
Oxfordshire 2050 A vision for the future
02 Oxfordshire 2050 A vision for the future
A vision for the future
Oxfordshire is a connected county. Our central position means
we have great physical connections to regional and national
centres, as well as international gateways. But we are also
connected in a broader sense. We are home to one of the world’s
best universities, whose activities and infuence span the globe.
Companies from around the world have invested here; products,
services and ideas born in Oxfordshire are exported worldwide.
We believe we are therefore uniquely transport planning in Oxfordshire. But the
placed to play a major role in the UK’s new challenges and opportunities ahead
Growth Corridor. Not only can we help will require an altogether higher scale of
deliver economic and housing growth ambition for transport infrastructure and
within the corridor, our connections will outcomes; a more integrated approach
allow us to act as a strategic hub, providing to spatial planning; and a willingness to
the whole of the Growth Corridor with invent, develop and apply new ideas.
access to a wider network for the movement
of people, goods, services and ideas. This document sets out our current plans,
and explores how these could evolve
To maximise this potential, we will need as part of a wider vision for the Growth
to invest heavily in our infrastructure, Corridor for 2050.
particularly our transport networks. We
have an excellent track record of innovative
Image courtesy of Oxlep Ltd.
03 Oxfordshire 2050 A vision for the future
Oxfordshire’s The North
Connections OWTH C
ORRIDOR
GR Cambridge
Milton
Oxfordshire is already well-connected siting on a number of major Birmingham
Keynes
road and rail corridors linking the county to London, the South
Coast Ports, the Midlands and the North, and the West and Wales. Bicester
Our strategy builds on these strategic with poor interurban connections a threat
connections with a focus on providing to maximising the potential of a single
homes and jobs on our existing transport knowledge intensive cluster across the area The
knowledge Oxford
corridors and in particular across the as well as providing the additional transport spine
‘Knowledge Spine’, an area that includes infrastructure and capacity required to
Bicester, Oxford and Science Vale. deliver further housing beyond current
Local Plan periods.
The Oxford-Milton Keynes- Cambridge
Science
‘Growth Corridor’ is a key missing link Vale
Bristol Swindon Reading London
South
Coast
Ports
Oxfordshire’s
strategic connections04 Oxfordshire 2050 A vision for the future
The Oxfordshire
Science Vale Working population
Science Vale UK has one of the Oxford ranked second
largest concentrations of amongst 64 UK cities in
Economy
multi-million dollar research terms of percentage of
facilities in Europe. Harwell working population with
Science and Innovation Campus NV04 or above
employs 4500 people on a
range of science projects
Technology Ecosystem
The Oxfordshire economy generates The region has scientifc assets of both 5 Oxfordshire is amongst the top
fve technology Innovation
F1 Innovation
The county is a centre
approximately £20bn Gross Value Added national and global signifcance which for F1 innovation, and
Ecosystems in the world, home to
(GVA), supports just under 417,000 are critical to the long term economic 1,500 high tech frms employing home to numerous F1
jobs across a total of approximately success of the UK. Oxfordshire is one around 50,000 people teams including Lotus
and Williams
30,000 businesses and is defned by the of only three net contributors to the UK
concentration of knowledge intensive Exchequer. The success of Oxford and Global Companies
clusters and high tech frms; over 50,000 Oxfordshire is therefore crucial to the Home to global companies Car Manufacturing
Oxford Instruments
people now work in high tech sectors in the success of the Growth Corridor and given 100 years of car
Siemens MR Magnet Technology
the county’s geographical location, as a manufacturing - Plant
county across more than 1,500 businesses. Sophos
Oxford employs 4,000
gateway to other important UK economic RMplc
people and has exported
Oxfordshire has global strengths in high centres its economic potential will help Infneum and Sharp
2.4M cars to 108
BMW (Mini)
tech industries including life sciences, drive the UK’s economic prosperity. countries since 2001
Unipart group
physics, engineering (particularly Abbott Diabetes
automotive and motorsport), creative However, there remain the inter-linked
Nobel Prizes
and digital, electronics, telecoms and issues of a lack of afordable and suitable Tourism
Over 50 Nobel Prizes
computing enterprises. These strengths housing, and increasing congestion 9.5m visitors per year
within the Oxford
(sixth most visited city in
defne the county’s high quality knowledge on our roads. There are also concerns the UK) spending 770m
Academic Cluster
based economy. Combined with an around sustainability and inclusion
internationally renowned grouping of that must be addressed. There is also a
£20
universities and research institutions need for greater resilience in the face of Unemployment National Output
One of the lowest 20bn per year to
these industries represent signifcant increased global risks and uncertainty.
unemployment rates national output
opportunities for economic growth in the country BILLION
over the plan period and beyond.
Oxfordshire’s importance to the national economy05 Oxfordshire 2050 A vision for the future
Examples of Oxfordshire Driven
The DRIVEN consortium has been
Big Data - Transport
We are testing the scope of Big
Innovation Projects
recently awarded £8.6 million Data to actively manage and
by Innovate UK. This ambitious predict and plan our transport
project, led by Oxbotica (an network.
Oxfordshire based company) We are the only city outside
will see a feet of up to 12 fully London to work with WAZE on
autonomous vehicles deployed in using real-time trafc information
Innovation is the application of new ideas in any context and permeates
urban areas and on motorways, and with the TS Catapult spin-out
Oxfordshire’s economic life. It includes innovation driven by science and culminating in an end-to-end Immense Simulations we have
technology, particularly in the life sciences, space technologies, digital journey from London to Oxford. started a research & development
sectors, and the automotive and motorsport industries. It includes Vehicles will be operating at “Level project on use of Big Data for
4 autonomy” – meaning they transport and network planning.
innovation in heritage, tourism and culture; and in the use of environmental
have the capability of performing
assets and sustainable technologies. It also includes social innovation. all safety-critical driving functions MaaS Pilot
and monitoring roadway We have had positive discussions
conditions for an entire trip, with with stakeholders to develop
It abounds in, for example, service Oxfordshire's innovation ecosystem a Mobility as a Service Pilot in
zero-passenger occupancy.
delivery, whether by the public Digital health Oxford in next two years. This is
sector, private sector or through Oxfordshire is already an being Supported by Smart Oxford
voluntary sector organisations. AV test Bed and MobOx facilitate Oxford as a
Throughout, the process of Health Mobility Oxfordshire is the frst place to Mobility “living Lab” and support
innovation is one of Oxfordshire’s have UK derived AV regularly new “disruptive” ideas.
strengths: a survey by the European testing on the public highway
Cycling service innovation
Invent
Research Council found that frms Place- Energy (Oxbotica). The county is also
in Oxfordshire reported the most making
home to Oxford Robotics Institute Cycle Land developed a “Air
Learn Test
innovation activity compared to
Space-led
data
Connected
autonomous and three UK AV companies that BnB for bikes” business of the
other regions in the UK. We will seek applications vehicles
cover software, manufacturing , back of Cycle “Hack” events and
Apply
to harness this fully to deliver for Growth Waste
skills and education. With Culham investment from the University of
Oxfordshire and for the UK’s Growth – the UK’s only real world AV test Oxford Innovation Fund.
Corridor. Environment Social care facility - already a catalyst for UK- This was piloted in Oxford and is
wide AV development. now in multiple UK cities.
Quantum computing06 Oxfordshire 2050 A vision for the future
50 years of
transport in
Oxfordshire
Oxfordshire has a history of excellence
and innovation in transport planning,
including:
1969 1978 2005 2013
• Testing and applying the concept of Park & Ride in
the 1970s
• Closing city centre streets to car trafc rolling out 1973 1987 2011 2016
some of the UK’s frst bus and cycle lanes in the
1990s
• Building innovative “hamburger” roundabouts on
the Oxford ring road in the 2000s to help keep
trafc out of the city
• Brokering the UK’s frst multi-operator timetabling
and ticketing system in 2012
• Introducing the frst major Low Emission Zone
outside London in 2014
• Applying shared space principles to one of the
busiest settings ever tried adjacent to Oxford
station in 201507 Oxfordshire 2050 A vision for the future
Transport in How people commute to work
2011 - within Oxford 2011 - from Oxfordshire
Oxfordshire:
a brief history
11,900 trips 15,800 trips
28% 45%
10,700 trips 6,700 trips
Constrained by food plain and its built of cars in favour of public transport, 25% 20%
heritage, early development in Oxford was walking and cycling. Successive transport
orientated along radial corridors which have strategies have tackled Oxford’s transport
become the basis for a successful bus and challenges through pioneering and
10,700 trips 5,700 trips
cycle network which over time has extended innovative approaches, which included the 25% 16%
to Oxfordshire’s county towns and beyond. introduction of the world’s frst Park & Ride
system, and with parking management
However, Oxford is a medieval city with playing a central role in managing trafc
narrow streets which, in many areas, are and travel demand. 8,600 trips 4,900 trips
unsuited to motorised vehicles. Peak period 20% 14%
congestion has been a persistent problem. Today, more than 50% of commuter travel,
Within Oxford city centre and increasingly both within Oxford, and to Oxford from
further afeld, cars, buses and delivery Oxfordshire, is by bus (including Park &
vehicles compete for limited space with Ride), rail, walking and cycling. Other 500 trips 700 trips
2% 2%
pedestrians and cyclists which creates an
uneasy tension between the demands Whilst this has enabled the city to grow
for movement and access, and the desire and develop without year on year rises in
to provide a highly attractive and vibrant trafc levels, additional housing growth - if
Other 1400 trips
environment for people. not accompanied with suitable transport
4%
infrastructure and demand management
As far back as the 1970s we recognised measures - could result in road networks
the problems demand for travel was within Oxfordshire experiencing signifcant
causing, in Oxford city centre in particular, increases in journey times and congestion at an
and so took the decision to limit the use estimated cost of £150m to the local economy.08 Oxfordshire 2050 A vision for the future
The journey to work remains the most signifcant challenge
Oxford: economic growth
for the transport network, and in Oxford this increasingly
involves people travelling in from outside the city. More jobs
without tra c growth
which require a commutable journey in Oxford are now held by
those living outside the city (45,750) than those living within it 700000 200,000
(42,406). 180,000
600000
This is primarily caused by the large gap A lack of afordable housing and suitable
160,000
between housing demand and new house transport connections across all of the
completions particularly within the Oxford ‘Knowledge Spine’ also impacts on the ability 500000
140,000
area, contributing to a growing shortfall of frms to retain and recruit staf and places
Population/Jobs
in the supply of suitable and afordable a limit on potential growth by providing a 120,000
Total AADT
400000
housing within the city. Of the new homes disincentive for both high-value labour and
100,000
built in Oxfordshire over the past fve years, frms to locate in the area. For 2014/15,
only 10% were built in Oxford, yet the city Oxford retained 18% of its graduates, outside 300000
80,000
accounted for 42% of job growth. The the top 10 UK university cities, whilst London
housing gap is therefore also responsible and Manchester led the way with 77% and 200000 60,000
for adding more commuting trafc and 52% of students retained.
worsening congestion on the ring road and (+33%) (+10%)
40,000
key radial routes within the city. Oxfordshire is also facing signifcant 100000
constraints on water, power supply 20,000
Population growth and more densely and grid capacity which will need to be
populated areas in particular do however addressed in order to meet sustainable 0
1991 2001/02* 2011
bring signifcant opportunities to deliver growth objectives.
Rapid Transit and if located closer to existing
Oxfordshire Resident Population Oxford outer cordon total AADT Annual Average Daily Tra⁄c (AADT)
built-up areas encourages higher levels of data from 2002 as very limited data
Oxford Resident Population Oxford inner cordon total AADT from all count sites for 2001
walking and cycling which in turn supports
Oxford Jobs (+33%) approx. 10 year job growth
opportunities to manage trafc growth.2031 Oxfordshire is already planning for substantial growth and has ambitious plans for transport infrastructure to support this.
10 Oxfordshire 2050 A vision for the future
Oxfordshire
growth to 2031
Oxfordshire is planning for 100,000 new homes and 85,000
new jobs to 2031. We welcome this growth as an opportunity Oxfordshire's road/bus
to meet Oxfordshire’s future needs and retain our place as an
economic centre of international signifcance.
and rail corridors
Cambridge
Clearly growth will place new pressures The follow sections set out the current A4260
on our movement networks and other position on growth and transport strategy in & Rail Milton Keynes
infrastructure, and we already have Oxfordshire, to 2031.
A44 &
ambitious proposals to help deliver continued
A34 & Rail
development within the county whilst Building on our previous successes, the guiding
principle is one of transit oriented development.
Rail
preserving and enhancing our highly-valued
natural and built environment. Growth will be directed to existing - or potential
future – public transport corridors, and
However there is much more still to do on particularly to the Knowledge Spine.
governance, strategy and delivery to reach
the position we want to be in. For example, This strategy maximises the use of the county’s A40 A40
we are working towards an ambition for existing road, rail and bus infrastructure and
an Oxfordshire Spatial Strategy or Plan – exploits the onward connections to wider
agreed by all the local authorities – to better national and international transport networks. It
coordinate and guide development across also minimises the distances between housing,
the county. This will provide us with an even jobs and amenities, reducing the overall need to A420 A4074 & B480
travel and maximising opportunities to travel by
stronger local strategy to support the vision for
bicycle and foot as well as by public transport. & Rail
the Growth Corridor, and provide the basis for
planning further ahead, to 2050.
A34 & Rail11 Oxfordshire 2050 A vision for the future
Our vision for 2031
Housing and jobs trajectory
The graph below shows the countywide housing and job delivery trajectories Banbury
for each district, and for Oxfordshire as a whole, to 2031.
Graph showing assumed housing
and job growth from 2016-2031 Bicester
Chipping
Norton Cherwell
500000 District
Existing Housing
West
Housing Growth Oxfordshire
District Woodstock
400000 Existing Jobs Kidlington
Burford
Witney
Job Growth
Oxford Thame
300000 City
Cumnor
Hill
Abingdon
200000 Faringdon South
Vale of Oxfordshire
White Horse District
District
Didcot
Wantage Wallingford
100000
Henley-on-
Thames
0
South Vale of West Oxfordshire
Cherwell Oxford City
Oxfordshire White Horse Oxfordshire
District12 Oxfordshire 2050 A vision for the future
Transport Strategy
to 2031
Alongside the spatial principles, our growth • Become an international living laboratory
To Birmingham BICESTER To London
North To Milton Keynes
BANBURY
and infrastructure is also guided by some for new ideas to be tested, developed and To Hereford Bicester P&R BICESTER HIGH
key movement principles, combining deployed VILLAGE WYCOMBE
infrastructure, innovation and demand Hanborough A44 Corridor
• Collaborate with our business and P&R
management. Begbroke Kidlington
academic partners, enabling them to take A40 West
Science Park
Peartree Oxford Parkway/A34 North Corridor P&R
Carterton Corridor P&R
the lead
P&R
Infrastructure Witney Northern OXFORD
John Radclife
Hospital
Gateway City Centre
• Establish the principle of mobility as a A420 Corridor
A40 East Corridor To London
• Deliver bus rapid transit with bespoke P&R Headington P&R
service as the predominant model for all
vehicles to meet our specifc local Botley Seacourt
forms of public and private transport
Oxford Brookes Churchill
P&R University Hospital/ Thame
requirements NuŁeld
Orthopeadic
Redbridge
• Support zero-emission, connected P&R
Centre
To Heathrow
• Enhance Oxfordshire’s rail spine and the & Gatwick
autonomous vehicles for public and private Faringdon
A34 South Corridor
Blackbird
links and interchanges to and from it, to P&R Science Park Oxford
Business Leys
transport Park/BMW
provide local and national connectivity
A4074 Corridor
P&R
• Become a world-leader in cycle Demand management Abingdon
Wallingford
infrastructure, with specifc segregated
Culham
• Introduce mobility pricing mechanisms,
provision for mass cycling To Bristol Milton Park To London
consistent with the principle of mobility as
• Deliver a frst-rate public realm and a service, to manage the pressures on our SWINDON Wantage
& Grove
DIDCOT READING
pedestrian experience movement networks according to time, Harwell To Newbury To Heathrow
place and impact
• Targeted capacity increases and routeing Key
changes for private motorised trafc, • Prioritise available infrastructure for space- Rail Premium Bus Route
coupled with demand management and resource-efcient modes, where Rapid Transit Rail Interchange
Major Transit Stop
measures to reduce overall trafc levels necessary by restricting access for less Coach Route
efcient modes Airport Link Router
Innovation
• Generate funding for re-investment
• Develop new solutions, in new ways, to in infrastructure and innovation Oxford Rail and Rapid Transit Map
new and old problems13 Oxfordshire 2050 A vision for the future
Supporting the
growth corridor
The North
RRIDOR
TH CO
to 2031
OW
GR Cambridge
Milton
Birmingham
Keynes
Connectivity to the growth corridor The key benefts of our approach are: Bicester
Our spatial and movement strategy provides • Efciency: reduced transport infrastructure
for existing and growing population and requirements
employment clusters to be well-connected The
to national road, rail and coach networks, • Flexibility and scalability: to respond to knowledge Oxford
future growth opportunities spine
as well as to a number of airports. We are
already starting to reconfgure our plans to • Inclusivity and accessibility: creating social
enhance local connectivity to the Oxford- and economic opportunities for all
Cambridge growth corridor, but there is more
• Sustainability: protecting and enhancing Science
to do to enhance these “frst and last mile Vale
connections”. For example, we have plans local and global natural resources and
to improve connections to Oxford, Oxford environmental assets
Parkway and Bicester Village stations – all on Bristol Swindon Reading London
the East-West Rail route - and are focusing
growth close to these nodes.
South
Coast
Ports14 Oxfordshire 2050 A vision for the future
Nature based Providing cycle parking located
solutions – greening where people want to park and for Low energy street
corridors for better all types of cycle lighting – Lighting
urban living columns hosting
sensors and providing
The Smart
Bus stops of sufcient length to accommodate superfast digital
connectivity Intelligent trafc
multiple services at once, and for higher capacity
signals to dynamically
multi-door vehicles in future which will enable free- Bike and E-bike hire/shared
prioritise diferent
fow boarding through multiple doors and fxed, economy hubs
Corridor
modes of transport
short dwell times
based on demand
Reducing speed
Real-time arrival limits to 20mph and Dynamic demand
and onward journey designing streets to management and
2031
displays at bus keep speeds low Zero Emission Zone
stops enforcement.
By 2031 Oxfordshire will have
a network of ‘Smart Corridors’
that prioritise walking, cycling
and public transport, whilst
also making the most of
available technology that
TRANRAPID
contributes positively to the
16
SIT
aims of the strategy. Interactive Digital
wayfnding with
live information
The image to the right illustrates the - weather, air quality,
concept of an Oxfordshire Smart events and attractions
Corridor, with more detail on specifc High quality accessible bus
elements – mass transit, cycling, demand stops and waiting facilities
management, and Smart City - provided to create the best possible
access and environment for
over the following pages. all users
Autonomous Vehicles
on Demand – goods Narrowing and raising the carriageway at entrances to side
and transit streets (to bring it level with the pavement) to give more
Smart & integrated priority to people walking and to reduce the speed of cars
ticketing as standard moving across the path of cycles.
Protected cycle lanes
where required –to
make streets safe and Additional crossings to make streets easier to cross and
appealing for cyclists providing places to for people to to cross and additional
seating for people to stop and rest15 Oxfordshire 2050 A vision for the future
Design & Consultation Phasing
2015-2018
Smart Corridor
2018-2020
Banbury 2020-2025
implementation
Construction Phasing
A361
2018-2020
M40 Bicester 2020-2025
Chipping
Norton A44
2025-2030
Smart Corridors, and the network they make up, will provide a
A361 A4095
Existing Park & Ride
frst class journey experience with a strong focus on journey Woodstock
Kidlington
Remote Park & Ride
quality, reliability and true integration between diferent Burford
Witney
transport options. A361
A4095 A418 Thame
A415
Specifc measures to manage trafc Since the adoption of the Oxford Transport
levels will also be adopted so that car Strategy in September 2015, the County M40
Council has been working on a number of
Abingdon
use and the impacts of congestion are
Faringdon
signifcantly reduced. This will then enable corridor studies which will form the basis of
A417
Smart Corridors to use road-space more Smart Corridor proposals for rapid transit, A420
efciently and towards modes that have pedestrian and cycle improvements on the Wantage
A34
Didcot
Wallingford A4130
more (people-moving) capacity. city’s main transport corridors. A338
A4074
Henley-on-
Excellent urban design and greater emphasis Phasing of Smart Corridors is shown Thames
on place making and measures to improve opposite including immediate funding
air quality will also have a huge impact on requirements.
people’s quality of life. Immediate funding requirements
Smart Corridors Feasibility design Detailed design Construction
Rather than retroftting existing highways
they will instead be comprehensively North Oxford £5m £8m £53m
redesigned so that Smart Corridor features
Eastern Arc £7m £11m £73m
are delivered on a whole corridor rather
than mode- or technology-specifc basis. A40 (West) £4m £6m £40m
Proposals will need to be fexible enough to A34 (South) £2m £3m £15m
respond to ongoing changes in technology
and behaviours. A420 - B4044 £2m £3m £15m16 Oxfordshire 2050 A vision for the future
Existing bus journey times
to Oxford city centre
Rapid transit:
Banbury
0-20 mins
A361
20-40 mins
40-60 mins
speeding up
Bicester
Chipping
Norton
M40
60-100 mins
A44
A361 A4095
the frst and
Woodstock
Kidlington
Burford
Witney
A361
OXFORD
Thame
last mile
A4095 A418
A415
Cumnor
Hill
M40
Abingdon
Faringdon
Aspirational Rapid Transit
journey times to Oxford
A417
A420
city centre
Didcot
Rapid transit is a key part of our
Wantage A4130
A34 Wallingford
Banbury
A338
strategy to improve connections A4074
Henley-on-
0-20 mins
within Oxfordshire and to regional Thames
20-40 mins
and national networks.
A361
40-60 mins
Bicester
Chipping
M40
60-100 mins
The maps below illustrate current peak bus journey times Norton A44
on some of our key routes, along with our aspirational A361 A4095
journey times with rapid transit infrastructure in place. The Woodstock
aspirational journey times are based on existing of-peak Burford
Kidlington
travel times when there is no congestion on the network.
Witney
A361
OXFORD
A4095 A418 Thame
A415
Cumnor
Hill
M40
Abingdon
Faringdon
A417
A420
Didcot
Wantage A4130
A34 Wallingford
A338
A4074
Henley-on-
Thames17 Oxfordshire 2050 A vision for the future
Rail projects Banbury
1.
2.
Electrifcation between Didcot and Oxford
Redevelopment of Oxford Station
Oxfordshire’s rail network is the backbone part in meeting the Oxfordshire growth agenda, 3. Increased capacity between Oxford North
of our transport network and is therefore particularly as an alternative to the A34 for Junction and Didcot East junction through
full or partial four-tracking
an integral part of our long term transport connecting our three main areas of growth.
strategy and has a key role in supporting However, there are various constraints on the Bicester
4. Grade separation of Didcot East
Oxfordshire’s economic development. rail network which restrict the ability to achieve
Chipping
Norton Confict mitigation between trains going
5.
via East West Rail and mainline trains
more frequent or faster train services and so heading south of Oxford
Our rail network already links the key further work is needed to provide extra capacity Woodstock
6. Additional static or dynamic passing loops
settlements in the Oxfordshire Knowledge that will facilitate new and revised service capable of accommodating a freight train
10.
Spine - Science Vale around Didcot, Oxford patterns that better match the growth planned Burford
7. Kidlington up to 775m in length
Witney
5.
and Bicester – with each other and with the for Oxfordshire and neighbouring areas. 7.
Upgrading the North Cotswold Line to
achieve further capacity and service
2.
rest of the UK. Rail is a genuine alternative Tha e improvements to support proposed
to using congested roads for journeys to, The diagram (right) identifes our priorities 10. Garden Village
from and within the ‘Spine’ and beyond. for dealing with these constraints so the full 3.
1. 8.
Increased capacity between Swindon
and Didcot, including opportunities for
potential of the railway can be realised in Abingdon
fast trains to pass slower freight trains
Rail has the potential to play a much greater Oxfordshire. Faringdon
Redevelopment of Didcot Parkway station
8. 10. 9.
6. 9. with new multi-story car park, larger building,
4.
Didcot Wallingford
integrated footbridge and a new northern
6000 75% Wantage entrance
Increase
New rail connectivity to facilitate new train
5000 10.
Henley-on- services where it can be shown to support
Passenger numbers
Tha es economic or regeneration. Including, a new
4000
67% station as part of the proposed expansion at
3000
Increase
80% Rail infrastructure required by 2031 Begbroke, as part of the expansion of the
65% Increase University Science park and associated
Increase
new housing.
2000
1000
0 Immediate funding requirements
London paddington
Suburban Fast from Oxford Hereford
stopping service Via Didcot Parkway
Item Feasibility design Construction
London paddington Via Oxford
2023 Passenger demand (07:00-09:59) 2043 Passenger demand (07:00-09:59)
Botley Road Bridge £2m £20m
Peak hour passenger demand forecasts18 Oxfordshire 2050 A vision for the future
Cycling Stepped
By 2031 Oxford will be a world-class cycling city that will be accessible cycle lane
A-grade
to everyone, regardless of age, background or cycling experience.
cycle parking
Underground
cycle parking
Cycling, as mode for complete journeys and Where segregation is not possible or
in combination with other modes, will be desirable, trafc levels and speeds will
at the heart of continued and sustainable be reduced through the use of demand
growth and contribute to a higher quality management to create shared-use low or
of life for its residents and workers while trafc free streets.
maintaining its visitor appeal as a world
renowned city of culture and history. Cycle lanes will be continued through
junctions, emphasising cyclists’ priority. At side Protected cycle route set-up
Current: 25% road junctions, side-road entry treatments
with raised tables and reduced corner radii
2020: 30% to reduce vehicle speeds will further improve
safety. On the Connector network, contrafow
2035: 50% routes will be designed with physical
protection for cyclists at entry points.
2050: 70%
Throughout the city, additional cycle Footway Stepped Trac lane Trac lane Stepped Footway
cycle track cycle track
parking will be provided to meet demand
Cycling mode share target
(as a % commuter journeys within Oxford)
including innovative cycle parking in the
centre of the city such as underground or
Immediate funding requirements
By 2031 we propose a network of ‘protected’ basement cycle hubs.
Item Year Cost
cycle routes (segregated from pedestrians
Signing to all primary and secondary
and trafc) covering all the A-roads, B-roads Corridor feasibility studies See Smart Corridor page See Smart Corridor page
destinations will be provided throughout
and signifcant unclassifed roads in Oxford
the city. This will be comprehensive and City-wide cycle signage study 2018/19 £100,000
and beyond including roads linking proposed
immediately recognisable along whole
city-edge development. City-wide cycle connector 2018/19 £150,000
routes, and as a minimum each sign will
Network feasibility study
show Destination, Direction and Distance.19 Oxfordshire 2050 A vision for the future
Rapid transit
The aspiration for 2031 is that • Of-board ticket purchasing systems;
Oxfordshire will provide its • Faster methods of passenger boarding and
residents and visitors with a fare collection;
connected, modern rapid transit • High quality passenger waiting facilities
network which provides a designed to create the best possible access not a problem). Where space is limited access on the historic core and so delivering bus rapid
for all and using real-time information restrictions or other demand management transit for Oxfordshire also requires bespoke
cheaper, faster, and more reliable systems; measures are being developed to provide a vehicles to meet our local requirements. By
travel option than the private car low-trafc, or at least 2031 “bi-directional” rapid transit vehicles,
• Interchange hubs to facilitate seamless
for the majority of journeys to interchange between rapid transit and
congestion-free, route for rapid transit (further capable of operating in two directions (see
and between destinations in the conventional bus services or onto an onward
details on demand management measures we image) will remove the need for some vehicles
are exploring are set out separately). to turn around in the city centre and therefore
city and beyond. mode (walking and cycling)
reduce the number of vehicles penetrating
• The extensive use of ‘Intelligent More demand for travel by public transport all the way into Oxford’s historic core. This
At a local level, the ease of movement within
Transportation Systems’ in the operating could – without action – simply mean more would also free up space for public realm
Oxford city and from the nearby towns of
control system; and buses, with the number of buses entering improvements and the reallocation of space
central Oxfordshire will be transformed by
the city centre set to grow by over 40% if left towards walking and cycling.
developing a level of prioritised road-based • A unique and attractive public image and un-checked. This would put substantial strain
mass transit well in advance of current identity.
conventional bus services, as illustrated in our Immediate funding requirements
“smart corridor” concept diagram. The rapid transit network will link a network
Item Year Cost
of new and existing Park & Ride sites with the
By 2031, this Rapid Transit network would
major employment and housing growth areas Concept design of alternative bi- 2018/19 £150,000
incorporate: directional rapid transit vehicles
of Oxford city centre, North Oxford and the
• A high level of road priority up to full Eastern Arc.
Corridor feasibility studies See “Smart corridor” page See “Smart corridor” page
segregation or equivalent free-fow
Providing segregation on all parts of the rapid Outline design of city centre 2018/19 £150,000
conditions;
transit network will not be possible (for example, interchanges
• Larger, modern-looking, higher quality zero where there is not sufcient space) or always
Feasibility study of of-board ticket 2018/19 £150,000
emission vehicles; necessary (particularly where congestion is purchasing systems and role-out20 Oxfordshire 2050 A vision for the future
Demand management
In a constrained city like Oxford, demand management
underpins proposals for mass transit and cycling and public
realm improvements by enabling more road-space to be
allocated to these modes.
Demand management will be targeted on favour of other more space-efcient modes
those streets where space is insufcient to within the urban area.
provide adequate space for all modes, and will
reduce trafc volumes so that trafc lanes (or Learning from Oxford’s past successes, this
bus lanes provided because the trafc lanes will be achieved through a combination of
are congested) can be removed, freeing up charging, trafc restrictions, planning policies,
space for wide, segregated cycle lanes, street and targeted capacity improvements. Current
planting, wider pavements, and other features, and emerging network management and
as illustrated in our “smart corridor” concept journey planning technology will also be used.
diagram.
Work continues around the potential
By 2031, mass transit, walking and cycling will introduction of demand management
be seen by residents and visitors alike as the measures, including consideration of a
best and cheapest and best way to travel into workplace parking levy, congestion charging
and around the city. The wealth of information and trafc restrictions in Oxford. This will
on travel conditions and options will enable also consider how current and emerging
people to make an informed choice of how technology and innovation can be used Immediate funding requirements
best to access their chosen destination by any to make demand management more cost
efective and enable a greater range of Item Year Cost
mode.
travel factors to be infuenced, such as travel Development of preferred option 2018/19 £150,000
Driving in a single occupancy car to places of distance and time, vehicle emissions and road
work will be signifcantly less desirable than safety. Technical work and trafc modelling Consultation 2018/19 £100,000
other travel options, and there will be a general will be completed in autumn 2017, with Full business case 2018/19 and 2019/20 £500,000
presumption against movement by car in consultation planned for spring 2018.21 Oxfordshire 2050 A vision for the future
Smart city innovation
Our strategy is to develop the concept of Intelligent Mobility
and apply it to real world transport systems within Oxfordshire
– with particular emphasis on infuencing and changing the way
people think about mobility.
Planned transport improvements to the • Mobility as a Service (MaaS) - through
Oxford to Cambridge Growth Corridor and new and innovative uses of data that
within Oxfordshire will act as a live test-bed are being collected from local transport
and proving ground for Intelligent Mobility networks and vehicles in real-time.
systems, techniques, and services. In doing Ticketless and cashless payment systems
so we will work in partnership with local that will enable seamless interchange
research industries and commercial providers across travel modes in the future.
to develop and integrate this expertise.
• Smart Data Networks - user centre
Smart uses of real-time data generated personalised journey planning
through our efective coordination of mobility • Connected Autonomous vehicles -
networks, and system users’ movements, playing a key role in Oxfordshire’s future
will increasingly enable people to seamlessly mobility systems
combine multiple travel modes to complete
their door-to-door journeys. • Grade-separated Rapid Transit options
– see pages on Micro-Metro
We will achieve this through:
• Low Emission Technologies - new and
emerging technologies that improve the
environmental efciency and sustainability
of conventional transport systems
including vehicle to grid management.2050 How we plan to build on 2031
23 Oxfordshire 2050 A vision for the future
Our vision for 2050
We expect rates of growth to continue and even accelerate in
the period 2031 – 2050, and we are keen for Oxfordshire to play
a key part in the growth aspirations for the Oxford-Cambridge
Growth Corridor. Intensifcation of Oxfordshire's
A key beneft of our spatial and movement 100000
road/bus and rail corridors
strategy is its fexibility and scalability. On one Cambridge
level, therefore, our strategy beyond 2031 will
be a progression of our strategy for the period A4260
to 2050, including a continued focus on 80000 & Rail Milton Keynes
transport orientated development with much
A44 &
A34 & Rail
higher development densities at existing road
and rail hubs and interchanges and supported
by more capacity and further technological
Rail
60000
advances including on our Smart Corridors.
However, with a 2050 horizon we believe
there are opportunities to think diferently
about some of the challenges, and
A40 A40
40000
Housing growth 2031-2050
consider solutions that would be harder to
Jobs growth 2031-2050
contemplate over a shorter period including
complementary spatial and movement
strategies that are enabled by the Oxford- 20000
Cambridge Expressway in particular.
Our spatial and movement strategy could A420 A4074
adapt to deliver further homes and jobs in
0 & Rail & B480
Oxfordshire between 2031 and 2050.
Aspirational housing and jobs growth to 2050 A34 & Rail24 Oxfordshire 2050 A vision for the future
The Smart
Solar/Piezo-electric highways
and Micro generation embedded
infrastructure – vert turbines etc
100% connected
Corridor
autonomous vehicles
Interactive transport Mass cycling in wider,
information segregated cycle lanes
provisioned to
wearable devices
2050
Reduction of surface road space
for improved efciency and to
accommodate wider (4m) cycle lanes,
wider pavements and greening
100% of-board ticketing
Rapid transit uses longer, 16
multi-door single-deck
(possibly due to Micro Metro
tunnels in city centre, removing
current kerb space restrictions)
No requirement for separate
bus lanes as demand and
network managed to ensure
free fow conditions
Additional space for
pedestrians & cyclists,
enabled by demand and
network management25 Oxfordshire 2050 A vision for the future
Expressway
Transport interchange/hub in the
centre of high density development
Our 2050 Vision will maximise the potential transformative
benefts brought about by an Oxford to Cambridge Expressway.
Much will depend on its route but there is • Road space to be redeveloped, with
signifcant potential for it to unlock further a focus on higher density, transport-
housing and jobs growth by providing orientated development and greater
the required additional transport capacity emphasis on place making at existing and
and improved connectivity in Oxfordshire, potential development, to support the
particularly if its alignment enabled the delivery of aspirational growth
‘downgrading’ of the other strategic routes
• Greening of the route with the
in Oxfordshire.
provision of more open spaces,
The benefts of this would allow: increasing biodiversity and improving
water management so that it can be
• Local trafc, Rapid Transit services and environmentally transformative as well
A model of transit orientated development
cycling to be prioritised along the route, as have wider social benefts
providing signifcantly more transport
and people moving capacity along the
Knowledge Spine
Immediate funding requirements
Item Year Cost
Exploration of local opportunities 2018/19 £100,000
Artist’s impression of development and greening of strategic routes in Oxfordshire26 Oxfordshire 2050 A vision for the future
Micro-Metro concept tra
l St
ation
n
Ce
A potential longer-term option to address the likely ongoing
challenges of providing increased capacity for buses and rapid
transit within Oxford city centre, whilst also preserving and
enhancing the centre’s historic character, would be to tunnel
beneath it, thereby removing the majority of the rapid transit St GIles
operation from street level.
Proposals for a ‘Micro-Metro’ network (see several city centre roads, along with High Street
image) would enable rapid transit and bus signifcantly more space for cycling than Oxford
City Centre /
services to run with ease directly across could be accommodated by 2031.
Fridewide Square/ Carfax
Oxford rail station
the city centre, without being impeded by
other road users or using indirect routes. Cambridge is also considering tunnels as
Interchanges between north-south and part of their potential strategy in supporting Westgate/
Oxpens
east-west routes would be provided, solving growth and so we will want to work in Sub
partnership with them to develop proposals -s
several issues faced by passengers and ta
operators in the existing (and 2031) situation. further. See further details on joint
tio
city working.
n
The complete removal of surface level
buses and stops would then allow for
further public realm improvements on27 Oxfordshire 2050 A vision for the future
A New Approach
to Infrastructure
Development and
Investment IUK -
Delivery and Commercial
We will establish a joint tri-city - Oxford, Milton City Led
Investment Led - Vehicle,
Keynes & Cambridge - feasibility design project to Feasibility
Model Tech, Operating
develop the rapid transit solution for 2031 and 2050.
System
A joint approach across all cities, working with
Innovate UK and the private sector, will be
established to develop rapid transit vehicles
and operating systems which also interact
with AV pod and MaaS.
Our aim is to deliver bus rapid transit vehicles
that meet local requirements but that can
also be rolled out across the UK and beyond.
The frst phase (2018-2021) will be rolling
development, with construction post 2025. Three Cities act as “Shop Window” to world of UK derived urban mass transit/last mile
solutions, with whole UK opportunity for manufacturing, engineering and consultancy,
development of operating systems – new “Unicorn” companies in Mass transit and CAV28 Oxfordshire 2050 A vision for the future
Our priorities
The Oxfordshire Infrastructure Strategy to 2040 Focusing specifcally on the theme of the frst and
has set a clear framework for the prioritisation of last mile, we have identifed the following schemes
infrastructure to deliver housing and jobs growth in and areas of work as priorities to support connections
the county. The top 12 countywide infrastructure to the Growth Corridor:
priorities are listed in the table below:
OxIS Assessment- top 12 Oxfordshire schemes Current cost Infrastructure
Didcot to Oxford Capacity Improvement £570m • Smart corridors, inc rapid transit and cycle super routes
Oxford station redevelopment Phases 2 and 3 (including new station buildings, £291m • Park & Ride expansion
Phase 2 rail infrastructure works and replacement of Botley Road Bridge)
• Other cycle routes
Culham to Didcot Strategic Link £125m
• Rail projects, including Oxford station and Cowley branch line
Rapid Transit Network Lines 1, 2 and 3 £120m
Didcot East Junction Grade Separation £100m Innovation
A40 Corridor Stage 2 (Witney to Eynsham) £54m • Development of future mass transit options
Cotswold Line Upgrade Phase 1 (inc Hanborough Station) £150m • Autonomous vehicles link to rail
Upgrade Cowley Rail Line to enable provision of passenger services £50m • Development and roll out of smart city principles
A34 Short Term Upgrades £50m
Science Vale, Didcot – new Science Bridge & A4130 Capacity £43m Demand mangement
Northern Development Arc – A40-A44 Link Road and A44/A4260 corridors inc £38m • Development of full business case for congestion charging
new A44 P&R or workplace parking levy
A34 Lodge Hill P&R and Lorry Park £19m29 Oxfordshire 2050 A vision for the future
Funding and
fnancing TOTAL IDENTIFIED FUNDING NEED £8,400m
Central Government Contribution to funding need:
We have developed an Infrastructure Investment Plan as part
S106/CIL contributions £1,969m
of our emerging Place Based Deal proposals to support the
implementation of infrastructure, development investment and National contributions (National Rail, DfT etc) £3,347m
feasibility. The feasibility fund element would enable earlier and Housing Infrastructure Fund bids £500m
greater pace in progressing schemes through feasibility stages Total Central Government Contribution to funding need £5,816m
to detailed design.
Local Contribution to funding need:
EZ2 Business Rates income assumed over 25 years £60m
Our proposal for a new rolling investment with local prudential borrowing/private
fund would underpin a long-term investment (Oxfordshire County Council) to Retention of Government’s 50% share in Business Rates growth above baseline £176m
programme of infrastructure investment meet this gap. The proposal is based on the for 25 years
to support the delivery of housing and underpinning principle that the investment
Retention of stamp duty on new residential builds to deliver remanining target of £359m
employment sites. We have identifed would be revenue neutral to the Exchequer
123,000 homes (income assumed above baseline growth)
that a gap of circa £1.7 billion up to 2040 in the longer term given the increased GVA
that needs to be plugged to pump prime that would result from the investment. Our Retention of stamp duty on all new commercial property (to 2031) £15m
the £8.4 billion infrastructure investment current high level Infrastructure Investment
New Homes Bonus (above current growth) for 20 years £210m
required by 2040. Our proposal is that Plan is to the right.
our area based funding commitment ask Total Local Contribution to funding need £820m
of £30m per year for 30 years is aligned
ALL IDENTIFIED FUNDING £6,636m
Funding gap £1,764m
Bridging the funding gap: Government Commitment £30m £900m
pa for 30yrs
Locally raised private investment £864m30 Oxfordshire 2050 A vision for the future
NIC Objectives
Our strategy to 2031 supports the NIC’s objectives for the Growth Corridor (see table X).
We look forward to building on this as we develop our 2050 vision, in partnership with
the NIC and other places within the Growth Corridor.
NIC objective How we’re meeting this in Oxfordshire
Can command wide stakeholder support All of our local strategies and plans have been subject to full consultation including many discussions with stakeholders.In developing
our 2050 vision we look forward to working alongside local, regional and national stakeholders.
Are consistent with projections on increased commuter fows A key plank of our 2031 strategy is its scalability. More work is needed to demonstrate the impacts of scaling up growth to 2050; the
prepared for the NIC previously ideas put forward for 2050 in this document show a few examples of how our strategy could adapt to increased fows over the longer
term.
Refect projected development patterns, a spatial vision for the This is a key plank of our current approach, as demonstrated on the previous few pages. Our focus of development and infrastructure
town/city and the distribution of jobs and homes investment around the ‘Knowledge Spine’ is perhaps the best example of this.
Refect and maximise the potentially transformational benefts Our strategy is well-aligned to the East-West Rail already, with the Knowledge Spine being ideally positioned to feed directly into the
of East-West Rail and the Oxford to Cambridge Expressway new East-West Rail route.
Refect existing transport assets and environmental constraints Our historical and current emphasis on demand management and road space reallocation in favour of sustainable modes, rather
than planning for unconstrained growth in movement, demonstrates our clear commitment to making the best use of existing
infrastructure and working within our environmental assets.
Consider the future availability and impact of technology on This is at the core of our thinking, not as a niche workstream, but as a fundamental part of everything we are doing now and planning
infrastructure and travel behaviours for in the future. Many examples are provided throughout this document
Consider policy measures to shape travel choices and manage Oxfordshire has been applying demand management principles since the 1970s, recognising the need to constrain motor trafc
demand for private transport growth and deliver movement capacity in sustainable ways.
Demonstrates a phased approach to delivery – with clear We have clear arrangements for prioritising infrastructure, including the Oxfordshire Infrastructure Strategy (OxIS) which addresses
priorities and plans for at least the next 5-10 years, and longer all types of infrastructure (not just transport) to 2040. Our transport schemes are phased in relation to planned housing and
where appropriate employment growth, as well as in relation to each other, to create coherent packages of improvements.
Identify new infrastructure requirements This document summarises some of our key infrastructure requirements and proposals; much more detail is available in other
documents such as OxIS, Local Plans, and our Local Transport Plan.
Are supported by an investment strategy that: These principles underpin our strategy. We work closely with private sector partners, as set out in this document.
• demonstrates a phased approach to delivery; and
• minimises public subsidy;
• can maximise private/third-party investment leverage.You can also read
