4.0 transport requirements

Transcription

1 4.0 transport requirements

2 4.1 Transport Demand forecasting Arrival & departure models of people using oxford station For the purposes of this masterplanning work a time horizon of 2043 has been assumed for forecasts of future year usage of the station. Network Rail has provided the following emerging off-peak hourly service specification for the station: 3 Great Western trains at the station 3 Cross Country trains through the station 2 East West Rail trains through the station 2 Chiltern Railways trains terminating at the station from the north 3 freight trains through the station. Transport surveys were conducted at Oxford Station in 2008 to understand the transport modes used by Oxford Station passengers. The data collection shows that the majority of people accessing/departing from the station do so by foot. Below graphs provide summary from this data: AM Peak (08:00-09:00) Arrivals AM Peak (08:00-09:00) Departures Changes in passenger numbers are related to: Background growth of arrivals and departures from Oxford Station Growth associated with increased service provision for arrivals and departures Abstraction of trips to Oxford Parkway Station Rail interchanges trips. Forecasting work has been undertaken to inform the rail industry Long Term Planning Process, and for Oxfordshire County Council. From this it has been possible to create a number for forecast scenarios, as set out in Appendix 4. The demand forecasting indicates that the growth to 2043 will be 130%. A future scenario could also include Chiltern Railways operating 2tph through Oxford Station to serve Cowley and/or cross-city service utilising the Cowley Branch Line currently used for freight from BMW. Given the average forecast growth at Oxford Station and the increase in demand, for both passenger and freight traffic, investment is required to ensure this growth can be attained and unhindered by constraints of the current station. PM Peak (17:00-18:00) Arrivals PM Peak (17:00-18:00) Departures Peds Cyclists Bus (forecourt) Bus (other) Taxi Private car (drop off) Private car (Parking) Service Page 62

3 4.1 Transport Current modal provision and considerations Frideswide square Mode Current provision Considerations Pedestrians Access via station forecourt Pedestrian access through Frideswide Square is not intuitive/direct. Cyclists Car driver Access via entrance on Roger Dudman Way (peak times only) Provision for pedestrians under Botley Road is via a narrow enclosed walkway There are circa 600 (as of 2010) cycle stands, some of which are covered Cycle lockers and Brompton Docks are also provided There are a total of circa 531 car park spaces for passengers at the station (including circa 480 at the long stay car park on Becket Street. The long stay car park is well used at times (though not at capacity) Car drivers can use the long stay car park on Becket Street operated by Apcoa. Station entrance is not clearly visible for pedestrians Fully DDA compliant access is required as existing. Frideswide Square scheme will change pedestrian approach to the station. Development areas (Oxpens/ Westgate) will change pedestrian demand distribution Need for cycle storage on Roger Dudman Way Security/surveillance is to be considered Covered cycle storage is preferable Disabled bays are to be provided within 50 metres of the entrance(s) Potential for decking Becket Street car park Making Becket St two-way could remove some car parking spaces. Current wayfinding around the station area could be improved especially the legibility through Frideswide Square. The Oxford Station Masterplan provides an opportunity and platform to link all new developments and the city centre towards the focal point and main transport hub that provides the welcome point to the city for many residents and visitors alike. The proposal for Frideswide Square will allow traffic to move smoothly but slowly through the space which, coupled with the additional public space, will provide greater priority and freedom to pedestrians, cyclists and public transport users. This will change the pedestrian approach to the station from narrowly defined footpaths to numerous desire lines across the whole square. The redevelopment of the Westgate Centre and Oxpens will create new pedestrian movements from the south with a strong desire line entering Frideswide Square from Becket Street. A series of wayfinding points will be required to meet this new pedestrian demand. Car passenger (Kiss and Ride) Buses (within forecourt) Daily rate for the long stay car park is A footbridge over Botley Road links the Becket Street car park to the station forecourt 43 short stay parking spaces are available to the north of the station forecourt Kiss and Ride activity currently occurs in the station forecourt, long stay and short stay car parks. There are currently 6 bus stops (R1-R6) in the forecourt Bus layover activities take place at the forecourt. Bus replacement facilities at present use the forecourt interchange and provide additional pressure at peak times. Formal provision is required that minimises the need for vehicles to reverse Relocate long distance buses from Gloucester Green to Becket St. Consider additional bus services to northern areas of the City. Accommodate longer length buses than those which currently use the forecourt (up to 15m) Covered passenger facilities should be provided. Taxis There is currently space for 8 taxi bays in the forecourt (more is achieved when they double stack which is often the case) Better accommodate Bus replacement facilities. Covered passenger facilities are preferable Page 63

4 4.2 Pedestrian Movement & rail passengers Movement plans for the current station layout Access to the current station building is constrained, with pedestrian/vehicle conflicts occurring for many users of the station. Cyclists and car park users have the least conflicted route, being able to enter the station building by the southern entrance. Many bus passengers, taxi passengers and potentially some unauthorised drop off on the main forecourt all have to cross circulating vehicles to reach the eastern station door. Disabled parking spaces and short-stay parking users are able to use the footway round the northern and eastern side of the building to reach the entrance without conflict with other vehicles. Key Pavements Rail Passengers movement zone Potential cross over conflict between pedestrians, cyclists and vehicles Potential cross over conflict between pedestrians and cyclists. Pedestrian desire line Pedestrian and rail passenger movement diagram Page 64

5 4.3 Cyclists cyclists Cycling is central to the ethos of Oxford and due to the rich university history has a high percentage of residents and visitors who cycle. This is reflected in a large area of cycle parking at the station. First Great Western has undertaken a study to ascertain the volume of cycle users that use the parking area. There is a large expectation that the proportion of cycle users requiring parking compared to non-cyclists will grow due to the local policy to encourage cycle use above car use. There is a large network of cycle lanes around the city centre albeit immediately around the station, improvements can be made by extending or widening dedicated cycle ways. In particular the narrow cycle route along Botley Road is potentially unsafe and unpleasant and would greatly benefit from a dedicated and potentially elevated lane. An expanded cycle hire facility attached to the station would further encourage cycle use. The diagram opposite shows Oxford s dual cycle route network, with the main cycle routes highlighted in solid green line, and the quiet cycle routes in doted line. On the main cycle routes there are often cycle lanes or tracks but not always. The quiet cycle routes are on back streets or shared with pedestrians (who generally have priority). The current provision for cyclists varies on the approach to the station. On the immediate approaches to Frideswide Square on carriageway cycle lanes are provided and an off-carriageway dual-use path is provided for the length of Becket Street. Through Frideswide Square there is a mixture of on carriageway cycle lanes and bus lanes with ASLs at the junctions. A number of quiet/off-road paths link the station and the north of the city via Rewley Road and the canal tow path. There is a mixture of dual-use cycle path and bus lane along the Botley Road. Cyclists movement diagram Key Main Cycle routes Dedicated Cycle Lanes / Bus Lanes Off-road routes / Quiet Cycle routes Cycle Parking Page 65

6 4.4 Bus & Coach Movement & stops Buses Buses utilise the Transport Interchange directly outside of the station. This is convenient but the facility is inadequate because: Bus stops are limited to six bays and a larger number are required. The area is often congested Visually the clutter of bus connected street furniture and queuing buses do not provide the right image for the city for visitors and regular users. The crossover at the Transport Interchange entrance between buses and taxis with pedestrians is not as safe as it could be. Coaches Coaches in the city generally utilise the Gloucester Green Bus Station which is the Oxford terminus for long-distance coach services, including the very frequent services to London and route X5 to Cambridge. The station is too small to accommodate more than a few local bus services that also serve the rail station. Multi modal linking of services between buses, taxis, rail and coaches is hindered by the location of Gloucester Green services away from the station. Buses and coaches are often standard sized double deckers and these cannot travel under Botley Bridge as it is too low. This is a significant constraint. Page 66 Bus Stations: 1. Oxford Railway Station 2. Gloucester Green Bus Station Bus & coach movement diagram Key Bus Route Coach Route Bus Stop Transport Interchange

7 4.5 Replacement Coach, Taxi movement & PICK UP Replacement Coaches Replacement coaches are utilised if rail services are cancelled and passengers need to be redirected to the road network to complete their journeys. There is at present no dedicated Replacement Coach parking and when called upon coaches (that have been parked off site) double park within the existing Transport Interchange. This causes additional congestion. taxis Taxis pick up and drop off within the Transport Interchange directly outside of the station. There is 8 formal spaces. This is convenient but the facility is inadequate because: Taxis utilise bus bays and illegally park to gain a total of 24 spaces. The area is often congested Visually the clutter of queuing taxis does not provide the right image for the city for visitors and regular users. The crossover at the Transport Interchange entrance between buses and taxis with pedestrians is not as safe as it could be. Passenger public drop off There is short term parking behind the station to the north. There are 51 spaces including 8 dedicated disabled. This is generally adequate for present demand. Although located conveniently adjacent to the station its location can be hard to find to new users. Access to the short stay is via the front of the station and through the bus interchange. This causes disruption, confusion and safety issues with cross over with pedestrians. Key Taxi movement diagram Drop Off parking Taxi Rank Major Through Routes Restricted Access Roads Minor Roads Page 67

8 4.6 car movement & parking Car Movement Botley Road is the main arterial road into Oxford from the west. It stretches from the Botley Interchange, where the Oxford Ring Road (A34) and A420 meet, to Frideswide Square at the junction with the station. The road is designated the A420. It becomes West Way at Botley Bridge over Seacourt Stream to the west. To the east past the station it becomes Park End Street. Botley Road is an important bus and commuter route to Oxford from Cumnor, and Seacourt Park and Ride is located near the junction with the A34. Eastbound, it has a bus lane from the ring road until just before Osney Island, at which point there is a set of bus advancement traffic lights. It has cycle lanes in both directions. The road passes under Botley Bridge and at this point further congestion occurs as the road dips down to gain head room (though not enough for standard double deckers). It is dark and dank under the bridge and in dire need of improvement to enhance the approach into the city centre. The improvement of Botley Road is a key element to the success of the redevelopment of this area. 480 spaces Car Parking Long term parking is off Becket Street. It is well located and it would seem not fully utilised. A study should be undertaken to ascertain usage. This car park has 480 spaces and is operated by Apcoa and is for railway commuters only. Becket Street Car Park provides a poor urban realm with a sea of parking, limited landscape and poor linkages to the station (access is required across the Botley Road pedestrian bridge which is convoluted and of poor design). Station car drop off/ short term parking is located behind the Transport Interchange directly to the side of the station. This area consists of 43 spaces, and 8 disabled spaces. Car movement diagram Key Rail Passengers Car Park long and short term parking Staff Car Park Controlled Parking Zone Major Through Routes Restricted Access Roads Minor Roads Page 68

9 5.0 option development

10 5.1 OPTION Development Strategic Options In response to the project Requirements and Analysis eight initial Strategic Options were developed. These were consulted upon and presented at: Presentations and discussion session with the West End Steering Group, held in June 2013 A series of Stakeholder Surgeries, including key Councillors, senior Council officers and representatives from key organisations (including the Train Operating Companies) also held in June 2013 The majority of the Options dealt with the issues of: The location of a new station The location and extent of improved Transport Interchange The eight options were assessed against the Mission Statement and Key Objectives by the Masterplan Working Group. A summary of the detailed evaluation is included at Appendix 1 Strategic Options. The options were: Option A: New track & island platform & enhanced Station. This was discounted due to lack of benefits. Option B: New & passive tracks with new Station & underpass. This was discounted due to lack of benefits. Option C: New & passive tracks with new Station on existing Station footprint & active bridge. This was discounted due to lack of benefits and issues of phasing. Option D: New & passive tracks with new Station in new key location. This provided some benefits but lacked great improvements to the Transport Interchange. Option E: New & passive tracks with new Station over Botley Road connecting to improved Transport Interchange on either side of Botley Road. This provided large benefits but English Heritage had concerns with regard to loss of view into the city from Botley Road approach. Option F: As above with additional platform expansion to north and south of Botley Road. Although this development was seen as good there are technical and operational issues that make this difficult and costly to achieve. Option G: As Option E but with the new station on Becket Street. This provided operational issues including extended travel distances to access the platforms. Option H: Station relocated to Oxpens Site. A separate assessment of this option was undertaken by the Masterplan Working Group and was published separately. The report demonstrated that relocation was not a cost effective solution and any benefits that could be provided by relocation could be achieved on the present site. Strategic Option A Strategic Option B Strategic Option C Strategic Option D Strategic Option E Strategic Option F Strategic Option G Strategic Option H Developed Option 1 Developed Option 2 Developed Option 2 Revised Developed Option 3 Page 70

11 5.2 options appraisal The Strategic Options were presented and discussed at the West End Steering Group and Stakeholder Surgeries. There were positive responses and the feedback was utilised to develop the Developed Options. Three typologies were chosen to be developed further encompassing the benefits of each of the Strategic Options and showing good comparative alternative solutions. These were called developed options. Developed Options The three Developed Options were: 1. Do Minimum - new Station (eastern Entrance only), enhanced Transport Interchange and Rail Enhancement Project 2. New Station (east and west Entrance), new Transport Interchange on present site and Rail Enhancement project 3. New Station (east and west Entrance), new Transport Interchange on Becket Street and Rail Enhancement project Each of the three options were developed further and presented at various Stakeholder events. Options were costed and financially appraised. Further detail of the options and their evaluation is at Appendix 2 Developed Options. Rail Enhancement Project The Masterplan Working Group has worked closely with Network Rail to establish the requirements set out in the Rail Enhancement Project. The requirements of EWR phase 1/ Bay platform extension and passive track allowance has been incorporated. Preferred Masterplan Proposal: Two freight tracks retained Four through platforms One Bay platform The incorporation of the Rail Enhancement Project ensures the Key Objective of meeting expected rail growth demand is met. Options were discussed of how best to incorporate passive track allowance and the effect on phasing. Options 2 and 3 allowed for the full incorporation of the works. Location of New Station The Strategic Options dealt with several potential locations for a potential replacement station. Proposed locations for a new station were: 1. On existing footprint - Early assessment discounted a rebuilt (on same footprint) station as this provided phasing issues and limited potential for new additional tracks. 2. Extended existing station - Early assessment discounted an extended station as this provided phasing issues and limited potential for new additional tracks. 3. Site of existing cycle storage area - this location provided a good flexible space to locate a new station building. The site is well placed to meet the Key Objective - it is in a high profile location, can improve wayfinding to and from the station, allows a link across the tracks to provide both east, west and south entrances, dovetail with planned work to improve Botley Road Bridge, allow a phased approach (albeit one that must consider the effect on the YHA early on in the project) and is the most economic solution considering ease of build. 4. New station built over the Botley Road Bridge - This solution provides many of the benefits of Site 3 option but met with some resistance from some stakeholders (English Heritage). Therefore there is a greater planning risk with this solution. There are some practical phasing issues that could mean greater disruption to Botley Road for longer. Funding for a new station would potentially need to be found at the same time as construction of the bridge improvements. 5. New station built on Becket Street - This solution provides many of the benefits of Site 3 option and in some ways would be easier to build early as it does not effect the YHA. However the intended track layout (Rail Enhancement Project) and constraints that exist to enable straight views along platforms and to minimise walking distances mean that this option was discounted as it would necessitate longer platform walk distances. It was concluded that building on the existing cycle store area would be favoured and has been included in all developed options. Location of New Transport Interchange The Key Objective to enable a multi-modal interchange has been central to the project. As the project progressed the exact requirements were finessed and developed to include a revised Brief. Parking requirements were agreed as shown in following table: MODE Existing Required Bus and Coach Replacement Coach 0 6 non dedicated Taxi Cycle MODE Existing Required Car Parking Short Term parking 43 plus 8 disabled 43 plus 8 disabled Long Term Parking Staff The Developed options considered improvement to the Transport Interchange in three ways: 1. Retention of existing Transport Interchange - this option came nowhere near meeting the Key Objective to facilitate a Transport Interchange. 2. Enhancement of Transport Interchange in existing location - this option enabled: Some very minor improvements to parking numbers for buses No improvement to taxi arrangements An improved solution of subterranean cycle parking A new MSCP on Becket Street Minor improvement to short term parking The overall objective to improve the facilities and urban realm was not met. 3. Moving and enhancement of the transport Interchange to Becket Street - this provided a greatly enhanced solution: A larger separate bus and coach facility away from the immediate entrance of the station Improvements to taxi arrangements An improved solution of subterranean cycle parking A new MSCP on Becket Street Improvements to short term parking The overall objective to improve the facilities and urban realm was met. This option provided improvements to safety for pedestrians navigating the station approach either from other forms of transport, on foot or passing through. New Transport Interchange on Becket Street (Option 3) was the preferred solution. Operational Buildings The redevelopment of the station, age and condition of existing accommodation, inclusion of new track and platforms will necessitate the need for replacement operational buildings. Each option considered Page 71

12 providing different solutions including new buildings and or re-use. The preferred solution will be led by the Key Objectives to ensure that an exemplary gateway is achieved, expected rail growth is achieved, wider regeneration is encouraged and the masterplan is deliverable. The overall location of operational building is not directly linked to these albeit the day to day operation of the station cannot be overtly compromised during construction or in the final solution. The preferred proposal will work with the phasing requirements of the masterplan and will ensure the overall quality of accommodation is enhanced. Option 1 was thought not to meet this criteria. Location of Cycle Facilities Cycle storage (racks and lockers), potential cycle hire and cycle maintenance is an important element to the success of the project. Options include: Secure manned cycle storage combined with maintenance and hire facilities - this is considered a large benefit and meet the Key Objective to enhance multi- modal facilities. At grade cycle parking - The present facilities work in this manner and provide an active cycle friendly image to the city. However an expected doubling of required cycles parking racks from circa 600 to 1200 could be unsightly if grouped in large blocks. The preferred masterplan proposal was to provide large secure cycle parking potentially partially underground alongside smaller pockets of cycle parking areas adjacent to key nodal points around the site. Botley Bridge and Road The Rail Enhancement Project includes an additional track to the west which in turn will require the bridge to be widened over Botley Road to accommodate. Some disruption to Botley Road is inevitable. To minimise the longevity of disruption and maximise cost effectiveness other engineering works associated with the bridge should be undertaken at the same time. These include: Widening of Botley Road to accommodate an additional city centre bound highway Widening of Botley Road to accommodate two full standard width cycles ways and pathways Widening of bridge to accommodate new potential passive track Upgrade and adaptation of flood alleviation pumping station Potential cycle facilities For this element of the project to meet Key Objectives, to be deliverable, flexible and represent good value all works should be enabled at the same time. The masterplan proposals incorporated in options 2 and 3 to undertake all engineering work concurrently was preferred. Commercial Development The redevelopment of the masterplan area will enable commercial development to be incorporated. This could include offices, hotel, retail, education, leisure, residential etc. A balance should be made between maximising the value of any commercial development and optimising the infrastructure and public realm requirements of the project. Opportunities exist as follows: Commercial development on Becket Street car park - This has potential and is desirable, however a balance is to be made with the need to fully relocate a Transport Interchange. The interchange will also need to be light and airy and provide a semi enclosed environment - not fully built upon. Development around the existing station Transport Interchange (which is to be moved) - This is desirable and many options exist for potential uses as the site is adjacent to the Saïd Business School and station entrance. The creation of quality public realm and a retail/ leisure offer is desirable and will maximise values and enhance revenue streams. Development around potential western entrance and Roger Dudman Way - This is desirable to increase footfall between the entrances and create a vibrant station. Development on the site of the Network Rail depot to the south west of the site - This provides small scale potential for student housing or similar. Development over the tracks and/ or station - This has been subject to a separate study (see later sections of this document). Detailed analysis has proven that development would need to greatly exceed the maximum height that can be built within the city centre by approximately four storeys to outweigh the inflated costs of building above rail infrastructure. There could also be phasing issues. Retail opportunities within the station - This should be maximised to enhance potential revenue streams and create a vibrant development proposal. Both options 2 and 3 maximised development around the station and Transport Interchange whilst ensuring development is realistic, flexible and deliverable. Option 2 focussed commercial development on Becket street and Option 3 around the station. option evaluation The options were assessed against the Mission Statement and Key Objectives by the Masterplan Working Group. The assessment is summarised in the graph below. The three options were presented to the City and County Council members in November Subsequent to some refinement the three options and their assessment were presented to the Oxford Station Project Board. The Board consists of DfT, Oxford City Council, Oxfordshire County Council, Network Rail, FGW and LCR Objective 1 Exemplary Gateway Objective 2 Ops, growth & passengers Objective 3 Regen Catalyst Objective 4 Deliverability VFM Option Option Option Option 1 Option 2 Option 3 Option 1 was discounted as it does not meet many or any of the Key Objectives. Option 2 went some way in meeting all the Key Objectives but it was considered that it fell short in all areas. Importantly Option 2 proposed only an enhanced Transport Interchange on its existing site and this was considered not to provide enough benefit when compared to option 3. Option 3 met all Key Objectives and notably construction costs were similar to Option 2 and potential development value was marginally higher. Importantly Option 3 proposes a new Transport Interchange on Becket Street which was considered key to the success of the option. Therefore Option 3 was ratified by the Oxford Station Project Board as the Preferred Option.