Oxford Transport Strategy

CITY CENTRE

Theme Current Situation 2015-2020 2020-2025 2025+

A strategy for Mass Transit

Buses serving outer Oxford and the county merge onto radial routes heading to city centre.

Short and long distance services converge in city centre at bus station and on city centre streets.

Stops and layovers dominant street scene and inhibit pedestrian experience.

City centre to be zero emission zone by 2020. All operators using hybrid services with full electric power in centre.

Buses routed via Beaumont Street and Castle Street.

Transit terminals opened at three locations on periphery of city centre.

All services entering city centre to be cashless operation.

Bus terminals established on periphery and consolidation of services begun.

Small electric shuttles linking city centre transit terminal to aid mobility impaired.

New Oxford Station masterplan fully open.

Bus tunnels to remove all buses from city centre core and provide interchange and layover.

‘One-way working’ tunnel portals to reduce infrastructure space required.

Above ground station entrances built in converted commercial properties and on formerly trafficked streets.

Managing traffic and travel demand

East-West movements limited and diverted through Marston Ferry Road to Summertown.

One large multi-story car park plus several smaller street-level off street car parks along with on-street bays.

Most routes on approach to city centre controlled with loading bans between 7-9 and 1600-1830.

Reduced Westgate car park operating as part of new development.

Signage and technology used to control routing of motorised trips from the ring road.

Access only through Science Area through bus gate on St Cross Road.

Freight management plans introduced to control routing into city.

Daytime ban on HGV deliveries to city centre.

Freight consolidation centre reduces HGV movements in city centre.

Workplace Parking Levy introduced.

Access controls in vicinity of Frideswide to restrict North-West car based travel; and on Thames Street to restrict South-West movements.

Active Travel

Cornmarket fully pedestrianised. However, poor pedestrian realm in city centre. Other main streets see significant conflict with large vehicles.

Collisions involving pedestrians and cycles make up high proportion. As do those that conflict with PSVs

Lack of space to cope with demand for cycle parking.

Short-term strategy for the city centre implemented – Queen St and George Street pedestrianised.

Cycle hubs created in leased properties and in converted car parking.

Premium Cycle route measures implemented on High Street and quiet side streets.

Super Premium Cycle routes established throughout Science Area.

Public realm schemes and “Access only” measures implemented to improve pedestrian levels of comfort.

Super Premium Cycle route treatment implemented through de-cluttering street scene and traffic management.

Access to Oxford Station pedestrian improvement links implemented.

Road space converted to cycle storage and cycle hire stands.

Cornmarket Street style conversion of road space on High Street and St Aldates and Hythe Bridge Street.

Entrances to underground cycle storage provided in formerly trafficked streets.

Public realm schemes in city centre create .

Implementation Plan

Super Premium Transit Route Premium Transit Route Connector Transit Route Super Premium Cycle Route Premium Cycle Route Connector Cycle Route Off-street cycle storage Traffic free or low-trafficked streets Traffic Restriction / Control Point City Centre Transit Terminals Rail Station

KEY

Underground cycle parking—Malmo

Underground cycle parking—Malmo

Driverless electric mobility shuttle

George Street visual

Nice Tunnel Platform Vision

http://malmo.se/Stadsplanering--trafik/Trafik--hallbart-resande/Nar-du-cyklar/Bike--Ride/Bike--Ride-Centralen/In-English.html

http://induct-technology.com/en/products/navia-the-100-electric-automated-transport