Letter sent to Oxfordshire County Council by
New Marston (South) Residents' Association
19 December 2010
Draft Local Transport Plan 2011 – 2030 - consultation 6:
comments from New Marston (South) Residents’ Association Committee
We support Policy SD3: ‘Oxfordshire County Council will oppose any new development where there is insufficient capacity on the transport network available to accommodate its impact and where arrangements for releasing additional capacity have not been agreed with the developer.’
Traffic Management Strategy In the summary account of the Oxford Area Strategy, it is stated that ‘In the longer term [the County Council] will work with the City Council to encourage the redevelopment of workplace car parks (particularly in the city centre and Eastern Arc) for housing employment or other uses.’ The detailed Oxford Area Traffic Management Strategy, however, refers (Chapter 13.56) under the Eastern Arc to ‘reducing the availability of commuter parking’. There are a number of points to be made here.
‘Workplace car parks’ and ‘commuter parking’ refer to different sorts of facility and should not be used as though they are interchangeable. Workplace car parks are presumably usually within the curtilage (and ownership) of the business or office which they serve. The suggestion that they should be available for housing or other development is only plausible where significant space is involved (i.e. not in the case of the two or three parking spaces that might front a small office).
‘Commuter parking’, however, can refer to parking space not connected with a particular building, business or office. ‘Commuting’ is usually understood as referring to travel to work, but ‘commuter parking’ is used for other purposes - shopping, leisure etc. – and as such constitutes a generally available amenity. In this context, the inclusion of certain car parks (Headington, St. Clement’s, Cowley Road, Summertown) in the City’s consultation list of sites for potential redevelopment is a matter of concern. Where car parks are close to key shopping locations (especially food shops) their loss would seriously affect many residents for whom public transport may not be a viable alternative because of heavy shopping loads, child buggies etc. Loss of the car parks would almost certainly impact on the financial viability of businesses whose departure would adversely affect residents and damage the local economy. Both County and City Councils need to take account of the social amenity factor in parking provision.
Cycling Strategy (Chapter 13.63) The reference to ‘reconstruction including remarking of Marston Road between London Place and Edgeway Road’ is an acknowledgement that present arrangements pose risks for both pedestrians and cyclists. We would ask that the County Council should review any proposed changes with the New Marston (South) Residents’ Association.
New Marston (South) Residents' Association
19 December 2010
Draft Local Transport Plan 2011 – 2030 - consultation 6:
comments from New Marston (South) Residents’ Association Committee
We support Policy SD3: ‘Oxfordshire County Council will oppose any new development where there is insufficient capacity on the transport network available to accommodate its impact and where arrangements for releasing additional capacity have not been agreed with the developer.’
Traffic Management Strategy In the summary account of the Oxford Area Strategy, it is stated that ‘In the longer term [the County Council] will work with the City Council to encourage the redevelopment of workplace car parks (particularly in the city centre and Eastern Arc) for housing employment or other uses.’ The detailed Oxford Area Traffic Management Strategy, however, refers (Chapter 13.56) under the Eastern Arc to ‘reducing the availability of commuter parking’. There are a number of points to be made here.
‘Workplace car parks’ and ‘commuter parking’ refer to different sorts of facility and should not be used as though they are interchangeable. Workplace car parks are presumably usually within the curtilage (and ownership) of the business or office which they serve. The suggestion that they should be available for housing or other development is only plausible where significant space is involved (i.e. not in the case of the two or three parking spaces that might front a small office).
‘Commuter parking’, however, can refer to parking space not connected with a particular building, business or office. ‘Commuting’ is usually understood as referring to travel to work, but ‘commuter parking’ is used for other purposes - shopping, leisure etc. – and as such constitutes a generally available amenity. In this context, the inclusion of certain car parks (Headington, St. Clement’s, Cowley Road, Summertown) in the City’s consultation list of sites for potential redevelopment is a matter of concern. Where car parks are close to key shopping locations (especially food shops) their loss would seriously affect many residents for whom public transport may not be a viable alternative because of heavy shopping loads, child buggies etc. Loss of the car parks would almost certainly impact on the financial viability of businesses whose departure would adversely affect residents and damage the local economy. Both County and City Councils need to take account of the social amenity factor in parking provision.
Cycling Strategy (Chapter 13.63) The reference to ‘reconstruction including remarking of Marston Road between London Place and Edgeway Road’ is an acknowledgement that present arrangements pose risks for both pedestrians and cyclists. We would ask that the County Council should review any proposed changes with the New Marston (South) Residents’ Association.
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Cyclists using the pavement in
contravention of the Highway Code are a hazard to pedestrians.
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The termination of dedicated cycle
tracks at Edgeway Rd.
probably encourages
less punctilious cyclists to think that they have some sort of right
of way on the relatively generous pavements from Edgeway down to
London Place on the West side of the road.
-
Notwithstanding the
existence of cycle lanes on the road, some cyclists feel
intimidated when there is heavy vehicular traffic, particularly as
the road narrows towards the pinch point at London Place.
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The pinch point is aggravated by the
bus stop there.
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The Cherwell Street junction with
the Marston Road is a tricky one for pedestrians.
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Whatever is decided about provision
of cycle lanes off or on pavements, clear marking is essential, so
that everyone knows where they are supposed to be.