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Editorial
& Features
Transform Oxford - a response from Oxford's major operators
&
44% of people
who use central Oxford travel there by bus – if changes are not planned and
handled properly they may simply not come into Oxford at all. To enjoy an
enhanced pedestrian experience, they first have to get there.
Last October, Oxfordshire County Council launched its plans to transform the
transport and pedestrian experience of central Oxford. The city’s two main bus
companies – Oxford Bus Company and Stagecoach in Oxfordshire - have looked at
these plans very carefully and to coincide with the County Council’s launch of
the official consultation into the first stage of their plans, here we outline
our response, and give our vision for the future.
The Issues
The
centre of Oxford is of great historic and economic importance. The large number
of beautiful historic buildings and the medieval grid pattern of the streets are
renowned the world over. Indeed, it was the desire to preserve the central area
that resulted in the introduction of the Balanced Transport Plan by the city and
county councils in 1973.
It
is essential that some form of mass transport is used to move people in and out
of central Oxford. There is no funding for alternative modes such as trams, and
if there was widespread use of private cars this would worsen the situation
dramatically. The only option is bus services. Today, some 44% of people using
the city centre get there by bus.¹
These people bring economic activity to the city. What happens to bus services,
therefore, is closely matched to how the city operates and whether it prospers.
Any
changes to bus services must be thought through with this in mind: in future
years, the redeveloped Westgate Centre and the regenerated West End will rely on
good bus services to get more people into the city centre. If the Transform
Oxford changes are not properly planned and implemented there is a danger that
there will be fewer people coming to Oxford, not more.
The County
Council Proposals
We
share many of the objectives of Oxfordshire County Council’s Transform Oxford
vision. We believe that the expansion of the pedestrianised central area will
bring overall benefits, provided that the correct balance is struck to ensure
accessibility and continued economic stability.
We
believe, however, that there should be a definite and agreed final plan for the
way public transport needs to work in Oxford. Once we have that, then we can
start work on this immediately. We do not believe that an urban public transport
system can be incrementally introduced without a clear set of objectives and
practical steps to achieve this.
Local Transport
Act 2008
Since the publication of the county council’s Transform Oxford proposals in
October 2008, a new piece of legislation has been passed which gives local
authorities more powers to work with bus operators to achieve improvements in
bus services.
1 Oxfordshire County
Council cordon surveys
The
Local Transport Act, 2008, allows local authorities to form a new type of
“Quality Partnership” (QP) with bus operators so that it is now possible for
operators to combine their timetables and to offer full joint ticketing. This
document relies heavily on these new powers to refresh the public transport
network in and around Oxford, and to achieve many of the objectives of Transform
Oxford.
Our Vision
This document is a medium-term vision for public transport in Oxford, the
separate measures which will make this up, and a practical method of achieving
this whilst maintaining the fine balance of improving the pedestrian experience
whilst also maintaining accessibility and economic benefits. The measures can be
broken down into:
•
Queen Street
•
George Street
•
Magdalen Street
•
Reduction of Bus Numbers
Queen Street
Previous local authority traffic management schemes have concentrated bus
traffic into fewer streets, and Queen Street is probably the most extreme
example of this. It offers bus stops in a location which is convenient to many
people but its restricted width means that it is not a pleasant environment in
which to shop.
Indeed, it is not a very good place to be running buses.
We
believe that the issue with Queen Street is not about the number of buses using
it, or whether or not they stop, but that buses run through there at all.
Therefore, we believe a priority should be the complete pedestrianisation of
Queen Street at the earliest opportunity. It is the detail of this
pedestrianisation, however, which is the challenge. The buses using Queen Street
carry a lot of people and cannot simply be wished away. To simply decant into St
Aldate’s some or all of the 82 buses per hour which use Queen Street would serve
only to increase the traffic level in St Aldate’s by that number. For that
reason, we believe that the county’s Stage 1 proposals cannot work. They will
overload and congest neighbouring streets. The key to pedestrianising Queen
Street is to reduce the number of buses in the central area.
Using the powers of the new Local Transport Act, bus operators can reduce
overall bus numbers by coordinating timetables on competitive services and by
introducing inter-available ticketing. This reduction will result in a sharing
of bus stops between operators and therefore fewer stops will be required. In
addition, the impact on St Aldate’s from Queen Street pedestrianisation will be
reduced.
George Street
Like Queen Street, George Street was made part of the “Bus Priority Route” when
Cornmarket was closed to buses in 1999. Over the last ten years, as the
character of the street has changed, so it has become more difficult to run
buses through it.
If
alterations are made to the George Street/Worcester Street/Hythe Bridge Street
junction, to allow buses and coaches leaving Gloucester Green Coach Station to
exit from there, then longer distance services could by-pass George Street, and
use Beaumont Street instead.
Appropriate traffic management measures would, however, have to be considered,
given traffic flows from Frideswide Square to the St Giles area and congestion
at the Beaumont Street/Worcester Street junction.
Services from the west, such as the S1 from Carterton and Witney, presently
terminate in George Street. Subject to suitable alternative stopping
arrangements for these services, there is no reason why the pedestrianisation of
George Street could not be achieved.
Some services, however, such as the Park & Ride 300 would have to be cut in half
so that it did not run through the city centre and would terminate instead at
Magdalen Street.
Magdalen Street
The
pedestrianisation of George Street (see above) would also bring improvements to
Magdalen Street, as longer distance services (to Witney, Bicester, Chipping
Norton etc) would cease to use Magdalen Street East and West, although there
would have to be a new stop at the foot of St Giles to compensate.
In
addition, using the new powers of the Local Transport Act, the competitive
services by Oxford Bus and Stagecoach to Kidlington would be coordinated so that
they could operate from a single bus stop. This would allow all drop offs and
pick ups to be achieved along the shop frontages at Magdalen Street West, so
that the current drop-off area at Magdalen Street East would not be used.
We
recognise that the county council wishes to see both Magdalen Street East and
West pedestrianised and to replace this with bus stops in St Giles. We believe
that this will meet with strong opposition.
Reduction in
Overall Bus Numbers
The
Local Transport Act 2008 gives new powers to bus operators and local authorities
to coordinate timetables and ticketing through the mechanism of a Quality
Partnership. This is a legally binding agreement whereby bus operators and local
authorities can work together for the benefit of the travelling public, without
falling foul of the competition regulator. This removes a lot of the barriers
which have frustrated bus users and bus operators for the last 20 years.
For
example, whereas now on a particular route two operators may each offer a 10
minute service, with a bus from each operator departing within 1-2 minutes,
there can in future be a coordinated timetable, with in this case a regular, 5
minute service.
This is particularly important in the Transform Oxford situation, where there
will have to be a reduction in bus numbers if the expanded pedestrianisation is
to be achieved. Taking the example above, if the two separate 10 minute services
were combined into a single 7-8 minute service, then the general public would
benefit (through a more frequent and coordinated service) and the central area
would benefit (through having eight buses per hour rather than twelve).
We
believe that by putting such coordinated services into place on the main
corridors in Oxford City, there would be a reduction of bus numbers in High
Street of up to 25%, and the pedestrianisation of Queen Street could be achieved
without additional pressure being placed on St Aldate’s.
The Way Forward
Like everyone else, we want to see the pedestrianised area in central Oxford
expanded. The county council has stated that it wants to attract more people to
visit the central area, but there needs to be an easy and effective way of
getting there. Currently, nearly half the people coming into Oxford centre do so
by bus and there is a danger that if they are impeded or discouraged from doing
so then fewer rather than more people will visit.
We
do not believe that the proposal to operate only shuttle buses along High
Street, St Aldate’s, Speedwell Street, Norfolk Street, New Road, Park End Street
and Frideswide Square will work. There is no space at The Plain for the number
of bus stops and waiting areas which would be necessary, and we believe that to
make passengers change buses unnecessarily in mid-journey would reduce
significantly the attractiveness of bus services and so there would be a severe
negative impact on the viability of central Oxford. We believe that a
coordination of timetables on competitive services would bring a recognisable
and acceptable reduction in bus numbers in High Street.
Our
proposal is that the county council join with the two major bus companies in a
Quality Partnership, which would achieve the aims set out above. This would mean
fewer buses overall in the city centre, a pedestrianised Queen Street and George
Street, and bring improvements to High Street and Magdalen Street East and West.
Bus passengers would also benefit from inter-operator ticketing and co-ordinated
timetables. This can only happen if the county council joins with us in a
Partnership.
The
bus companies are prepared to put in planning work now so that an outline
partnership can be signed before summer 2009, and the entire package can be in
place during 2010.
Summary
This paper outlines the measures which Oxford Bus and Stagecoach believe will
give Oxford an improved public transport system whilst extending the
pedestrianised area of the centre to include Queen Street and George Street. It
will also bring benefits to Magdalen Street East and West, and to the High
Street.
These measures are, by necessity, inter-connected and are dependent on a
reduction overall of the numbers of buses in the central area (whilst
maintaining and enhancing the attractiveness of the new combined services) and a
new interavailable ticketing scheme being developed. Both these measures require
Oxfordshire County Council to join with us in a Statutory Quality Bus
Partnership.
Both Oxford Bus Company and Stagecoach have given a commitment to
implement this package of measures during 2010, if the partnership is agreed
before June 2009.
Carfax & High
Street in 1969 – traffic has always been a challenge
~~~~~~~~~~~~~~~~~~~~~~~~~~
FirstGroup to cut 3,500 jobs
In
one of the most drastic responses by a bus and rail group to
the economic downturn, FirstGroup is to cut 3,500 jobs - 3%
of its cost base - by March 2010.
Half the job losses will be in
its North American school bus and Greyhound coach operations,
1,100 at UK Bus and 650 at UK Rail. FirstGroup employs 140,000
people worldwide.
FirstGroup’s shares jumped 21%,
up by 43.25p to 252.5p, on the statement which said a £200m
savings programme and increases in ticket revenue will help the
company achieve its financial targets in 2009-10.
Despite the cuts, FirstGroup says
UK Bus has “strong performance” with revenue up 7.3%
year-on-year and passenger numbers up 2.1% year-on-year. The
headcount reduction and “further efficiencies” will reduce UK
Bus costs by £55m per year.
~~~~~~~~~~~~~~~~~~~~~~~~~~
Fraser
Eagle now in Administration
After months of speculation and rumour, two Fraser Eagle
companies were to be put into Administration on Tuesday
10th March. However, in the previous few days another
linked company took over Fraser Eagle's taxi work.
Hundreds of coach, bus and taxi operators are now
wondering if they will ever be paid, being owed
thousands of pounds for many months.
~~~~~~~~~~~~~~~~~~~~~~~
ADL in
talks with unions over 150 jobs
Alexander Dennis Limited
(ADL), the UK’s biggest bus and coach manufacturer, entered
into talks with trade unions today (Monday) in a bid to
minimise the impact of a market slowdown that could result
in 150 job losses among its 2,200 employees across the
business.
Making the announcement, ADL
Chief Executive Colin Robertson called on the Government to
support British companies that form the foundation of the UK
transport industry.
He says: “There has been much
debate about help for the car industry, which is admirable, but
the reality is that there is little help for domestic companies
like our own that support thousands of jobs directly and
indirectly and are the backbone of the vehicle manufacturing
sector.”
The potential redundancies, says
ADL, are the result of a downturn in the UK market, the full
extent of which has emerged in recent weeks.
Mr Robertson emphasises that the
focus will be on initiatives designed to protect the business in
the short and long term - and on measures to reduce the full
potential impact on employees.
He says: “ADL has in recent years
put itself back at the forefront of the industry with
market-leading products in home and export territories. In
technology terms, our new hybrid models represent a quantum leap
with fuel and CO2 reductions that are setting the standard
globally.
“Against this backdrop, the
decisions we face will be doubly difficult but, in consultation
with our employees, we will chart a course that minimises the
downside and positions us well for the first signs of market
recovery.”
Mr Robertson emphasises that ADL
will continue to invest significantly in training and people
development programmes, new manufacturing processes and the
products of the future.
Tim Hall of
Swindon passes through our area
Tim Hall sent some
excellent pictures following a trip through Oxford and the
Chilterns.
New into service during March and one of the first 09 plates in the city, 22767
is seen passing The Randolph Hotel on its way to Kidlington on 14th March.
Picture by Tim Hall.
Now being replaced by 53 plate Darts, this Volvo B6BLE - 31854 - is seen on the
59 service which runs between Oxford and Banbury.
Banbury depot covers all the workings on this route. Picture by Tim Hall.
Seen in Hemel Hempstead bus station, Arriva Dart 3175 is working route 52 from
High Wycombe.
Whilst the livery
is similar to that used on the red route buses in Wycombe, the
branding is more elaborate for the 757.
Picture by Tim Hall.
Enviro 5454 is seen on route 6 which runs between Hemel and Watford. One of the
280 versions on this type has acquired a super rear ad in bright red.
Picture by Tim Hall.
Seen in Aylesbury an elderly Leyland Olympian seems set to play bingo !!!
Picture by Tim Hall.
~~~~~~~~~~~~~~~~~~~~~~~~~~
Cyclists in
Oxford - again
Once again one is
reminded of the problems of cyclists in Oxford. So many still
ride around without lights, adding to their risk by wearing dark
clothing and no safety hats. The other day I saw a middle aged
lady, wearing a long raincoat, riding one handed through the
road works at Headington whilst having a conversation on her
mobile phone with the other. The coat was flapping around
the rear wheel and one felt she was in danger of being thrown
off the bike. This added to by those cyclists who also use
mobile phones and often enjoying loud music through headphones
beg the question how long before there is a serious accident as
a result. Then, if involved, it is the poor motorist who gets
the blame since it seems always the cyclists who are free from
blame. Many cyclists continue to ride through red traffic lights
and down Queen Street and Cornmarket.
I know that there
are many responsible cyclists who follow the rules, wear
appropriate clothing and headgear but they are sadly now in a
minority. How long is it be before the authorities act on this
worrying matter?
~~~~~~~~~~~~~~~~~~~~~~~~~~
A question from John Hammond
I wonder if you
could put a request on your website with this picture of an Oxford Bus stop near
the A34 Bridge in Drayton on the 35A route. For some reason which nobody can
answer, the stop is called "City Vicar"
Does anybody out there know why this stop is called the "City Vicar" ?
No prizes on offer, but we are all curious!
No answer yet from readers !
Seen in Oxford &
Pictureview
Nice one by John Marsh
Group Travel run holiday tours
from the West Midlands. Their FJ56KUB is seen on the M40 near Booker on March
21st. Malcolm Crowe
Memory Lane RM216 heading westwards on the M40 last Saturday morning, 21st March
- Malcolm Crowe.
National Express run excursions
using hired operators. This all white 09 plate was heading for Twickenham
followed by a Hills Setra on Excursion T52 last Saturday.
Picture by Malcolm Crowe.
Kings Ferry run this heavily branded Berkhof seen at Stansted recently. M Crowe.
In more normal colours but bearing travel Link branding, another Kings Ferry
coach at Stansted. M Crowe.
Always smart and well turned out, this Redwing Mercedes looks good for an 06
plate at Stansted. M Crowe.
I wonder who owns this tri-axle. It was at Stansted last weekend. M Crowe.
Seen refuelling at Shell, Cressex
last week, this anonymous white Plaxton, YR52MDJ. M Crowe.