This section of the Local Plan deals with a wide range of transport topics and looks at the issues relating to transport, including traffic management, public transport, cycling and walking, car parking, travel plans and lorries. The policies in this section of the plan seek to:

• provide for transport needs within the district in ways which are environmentally sustainable
• require the provision of transport assessments and travel plans for all developments which would generate significant amounts of travel or where there are local traffic problems associated with a planning application
• support proposals which improve public transport and reduce reliance on car-based travel
• promote, improve and extend the footpath and cycleway network in the district
• manage off-street parking to improve the attraction and viability of villages and town centres
• encourage traffic management measures which enhance the environment, improve safety and encourage sustainable modes of transport
• provide for the access needs of those whose mobility is impaired
• resist proposals for freight distribution depots and other developments which would increase the number of lorries on unsuitable roads, where this would have serious and adverse effects on the environmental quality of the rural areas, towns and villages.

There is continuing concern within South Oxfordshire about the growing volume and speed of traffic, and over traffic congestion, particularly during the morning and evening peak periods. Growing levels of car use reflect the convenience, speed, comfort and relative affordability of travel by car when compared with many of the alternatives currently available. Continuing growth in road transport and the consequent environmental impacts, including pollution, present a major challenge to achieving the objective of a sustainable land use and transport strategy for the district.

Growth in the use of cars and lorries is a national issue and is the result of deep-seated economic and social factors. These issues are addressed in the Government's White Paper on the Future of Transport, A New Deal for Transport: Better for Everyone, published in 1998. The White Paper sets the tone for subsequent national and regional policy documents. There is a strong emphasis on integration within and between different modes of transport, and on integration between transport and land-use planning to promote more sustainable transport choices and to reduce the need to travel. PPG13: Transport published in March 2001 emphasises the importance of the role of land use planning in delivering the Government's integrated transport strategy. It aims to ensure that local authorities integrate their land use and transport policies and proposals in ways which:

• promote more sustainable transport choices for both people and for moving freight
• promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling
• reduce the need to travel, especially by car.

In Oxfordshire, the County Council is the highway authority and is responsible for local transport policy, traffic management and the maintenance of most roads in the district. It is therefore essential that the County and District Councils work in partnership on land use and transportation matters. The County Council's transport policies are contained in the Oxfordshire Structure Plan. The Oxfordshire Local Transport Plan 2001-2006, which is also prepared by the County Council, sets out proposals for delivering integrated transport over a five year period. The Local Transport Plan contains a 'Transport Vision for Oxfordshire' which states that "Oxfordshire will be a county with a prosperous economy, attractive environment and inclusive society where:

• dependence on travel by private car is reduced by increasing the choices available to meet transport needs
• suitable integrated transport networks are provided which are easily accessible for all, particularly those at risk of exclusion by virtue of mobility difficulties, location, income or other reasons
• appropriate transport infrastructure and services are provided to support new development and a growing economy
• an increasing proportion of trips is made on foot, by bicycle and by public transport
• the number of casualties associated with travel is reduced
• the quality of transport networks is safeguarded and enhanced by effective maintenance and enforcement of appropriate regulations
• access for people and goods is maintained or improved
• noise, pollution, fear of accidents, and other nuisances associated with traffic are contained."

The District Council is working with the County Council on the preparation and implementation of a number of Transport and Land Use Studies covering various parts of the district. These are as follows:

The strategies which are emerging from the studies will be delivered through the relevant local transport plans and local plans. Where specific studies have not been carried out, the approach to transport has and will be considered in the context of national, regional and local policy.

The District Council's other involvement in transport matters relates to the operation of a concessionary fares scheme, the licensing of taxis, and the provision and operation of public off-street parking. The Highways Agency is responsible for the M40. The A34 is outside the district, but is a major access route for the western parts of the district. In August 2004 the Regional Assembly recommended the Government to commission a full multi-modal transport study for the A34 trunk road corridor. The Assembly indicated the need for measures to be identified to keep the road corridor operating efficiently to meet the movement requirements not only of long distance traffic but also of more local traffic associated with major planned development in the corridor. In summer 2005 discussions were ongoing between the different stakeholders about the way forward. Public transport, in the form of rail, bus and taxi services, is operated by a range of private companies.

In determining planning applications, the Council will, in consultation with the local highway authority, ensure that roads in new developments are designed to a standard that ensures a safe and attractive environment. The Council's Design Guide and the County Council's Highway Design Guide provide guidance to developers.

The Council will not normally permit developments which are likely to result in an unacceptable level of traffic on the local highway network, or which would result in a detrimental effect on the amenities and environment of the area.

The Council will expect developments which could generate a significant amount of private vehicular traffic to be accessible by public transport, in order to reduce the use of private vehicles. The Council will seek to ensure that developments provide good access to existing public transport routes or provide for new routes and services as appropriate. In 2001 the County Council endorsed a network of "Premium Routes" which will have services operating at frequencies of a bus at least every 15 minutes by 2011. The three routes within South Oxfordshire are Didcot, Thame and Wallingford to Oxford. The location of bus stops will need special consideration to facilitate the interchange between different bus services, particularly along Premium Routes. The provision of bus shelters and other infrastructure and measures such as bus-only links and other bus priority measures will also be sought as required.

The Council will also require appropriate provision of purpose-built, safe and secure infrastructure for both cyclists and pedestrians. This will include safe and convenient routes within the development, good links to the footpath and cycle network outside the development area and where appropriate, the creation of new routes or the improvement of existing routes. Changing facilities with showers and lockers are also important, especially at places of employment, and will be sought by negotiation during the consideration of planning applications.

The Council's car parking, disabled parking and cycle parking standards are set out in Appendix 5.

PPG13: Transport states that applicants for development with significant transport implications should show the measures they are taking to minimise the need for car parking. This is likely to involve the provision or enhancement of alternative modes of transport to serve the development. In accordance with Policy D11, the Council will seek contributions for infrastructure, facilities and services to mitigate the impact of development.

Where proposed developments will have significant transport implications a transport assessment should be submitted with the planning application. Before submitting an application, applicants are encouraged to consult the County Council on the need for and scope of the transport assessment. The coverage and detail of these will depend on the scale of development. For small schemes the assessment should simply outline the transport aspects of the proposal. For major proposals the assessment should:

• illustrate accessibility to the site by all modes
• show the likely modal split of journeys to and from the site
• detail the proposed measures to improve access by public transport, cycling and walking, to reduce the need for parking and to mitigate transport impacts
• illustrate the traffic impact on the highway network
• include a travel plan where appropriate.

The Council will require a travel plan to be prepared and implemented:

• for all major developments comprising employment, shopping, leisure uses or services
• for other smaller developments comprising employment, shopping, leisure, or education facilities which would generate significant amounts of travel
• where a travel plan would help address a particular local traffic problem associated with a planning application, which might otherwise have to be refused on traffic grounds.

Travel plans are becoming increasingly popular as a means of encouraging people to adopt travel habits which are more sustainable. Journeys to work cause particular problems of congestion. Travel plans aim to reduce unnecessary employee car use and can include a variety of measures, including a car-sharing register, secure cycle parking, discounted travel using public transport, offering attractive flexible working practices, and charging for workplace car parking. Where appropriate, travel plans should also aim to achieve more environmentally-friendly delivery and freight movements, including home delivery services. The plans should be worked up in consultation with the local highway authority and local transport providers. However, the existence of a travel plan should not be used to permit a development proposal which is unacceptable in scale or location. Travel plans should have measurable outputs and should set out the arrangements for monitoring the progress of the plan. Under certain circumstances some or all proposals in a travel plan may be made binding, either through planning conditions or through a related planning obligation.

This policy is consistent with Structure Plan Policies T5 and T6 which seek to promote the use of public transport as an alternative to the use of private cars. The Council considers that if people are to be encouraged to use their cars less, transport alternatives to the car need to be put in place. The availability of an efficient and attractive public transport system is an issue of particular importance to residents without their own private transport, particularly the elderly and the young, and households where the car is used by one member of the household all day.

A number of bus operators offer bus services in the district. Traditionally, the most frequent services have run between the towns in the district and Oxford or Reading. Increased Government funding has been made available to the County Council to subsidise bus services and this has assisted in the provision of some new and improved services in the district. The Local Transport Plan states that 86% of the population of the County live in settlements with at least an hourly daytime bus service and the Plan aims to increase this to 88% by 2011. Nevertheless, there remains a significant number of villages away from main routes which are not well served by buses. The District Council will support measures which contribute to improved bus services within the district. These measures could include dial-a-ride services and the provision of real-time information systems on the main town routes.

The Council will support and, where appropriate, will promote suitable sites for interchange facilities between different modes of transport such as car, bus, rail, taxis, cycling and walking. These will be designed to provide easier access to public transport and better connections between different forms of transport. The Council will work with the County Council, as highway authority, together with town and parish councils, and public transport operators, in a partnership approach to identify and implement suitable sites for public transport interchanges. Co-ordination will be needed between adjoining districts to ensure that efficient public transport provision is made across local authority boundaries.

The main London to Bristol railway line passes through the district from Goring to Didcot, and the Didcot/Oxford/Birmingham line runs northwards from Didcot. The Henley branch line joins the Paddington/Reading main line at Twyford. Just outside the district, Haddenham Parkway serves Thame and the local area, and Pangbourne and Tilehurst stations serve parts of the Chilterns, particularly as a commuter service into London.

Where planning permission is needed the Council will generally support improvements to the rail network and services. However, many improvements to the rail network will not require planning permission and in such cases the Council will use its powers and influence to support proposals which improve rail services within the district and which improve access to rail facilities. These rail services and station facilities are considered to be a vital and important asset and must be maintained and, where possible, improved in order to play a full part in providing alternative means of travel to the private car.

The Council will protect existing rail facilities from development which might adversely affect their use. Former rail facilities which could be re-opened for passenger or freight use will be protected from development which could prejudice any future re-use. Existing or disused railway lines which could be used as transport corridors for walking, cycling, or public transport use will also be protected.

The Council supports the proposed East-West Rail route connecting East Anglia with central-southern England. Within Oxfordshire the line will use existing railway lines. The route would run through Didcot and provide a link to a number of towns to the east of the district including Milton Keynes, Cambridge, Ipswich and Norwich.

Walking and cycling have the potential to replace car use for short trips and to form part of a longer journey by public transport. A strategic framework towards the comprehensive provision of walking and cycling is set out in the National Cycling Strategy, Advice to Local Authorities on Walking and the County Council's Cycling and Walking Strategies. The District Council will seek to encourage walking as the predominant mode of transport for journeys up to one mile, and cycling for journeys up to three miles, as far as possible within the land use planning framework. The Council will also, in the exercise of its land-use planning powers, seek to assist the County Council with the implementation of its Cycling and Walking Strategies.

Walking and cycling are forms of transport which are available to a wide cross-section of the community. Hence, promoting walking and cycling also encourages a range of social, environmental, health and safety benefits.

The Council will support new and improved provision of walking and cycling routes which form safe and convenient networks linking major trip generators and attractors. Maximum integration will be sought between walking, cycling and public transport. Recent initiatives include a study, produced in October 1999, of cycling facilities in and around Didcot, which is being developed further in the Didcot Area Integrated Transport Study, and the creation of a walking and cycling route between Princes Risborough and Thame, which opened in March 2001. An extension through Thame is proposed, (see Policy THA2) and a continuation of the route to Oxford is being considered.

In promoting the recreational aspects of cycling the Council supports the National Cycle Network route through South Oxfordshire. The route follows lightly-trafficked minor roads, tracks and bridleways from Reading across the Chilterns to Wallingford and Didcot. The active promotion of this route will increase cycle tourism in the district, and provide opportunities for local people to make journeys by bicycle to local destinations.

Good pedestrian provision should not be confined to a limited network of pedestrian routes. The patterns of pedestrian movement are more random than for other modes, particularly in town centres. Hence planning for pedestrians is more about identifying barriers and other deficiencies and identifying practical ways to overcome these.

The responsibility for car parking within the district is divided between the County Council for on-street parking and residents' parking schemes, and the District Council for public off-street parking. Clearly, there is a very close relationship between on-street car parking and off-street parking. Restrictions on on-street parking imposed by the County Council, perhaps in response to valid traffic management objectives, might place considerable pressure on the Council's car parks and other off-street parking. For this reason, close contact needs to be maintained with the County Council to ensure that car parking measures are properly co-ordinated.

The Council operates limited free parking within a pay-and-display system in the four towns of Didcot, Henley, Thame and Wallingford, and at Goring. The free parking encourages local shopping which aids the economic viability of the district's town and village centres. Short-stay car parks are close to shopping areas and are generally restricted to a three-hour maximum stay. Within the rural areas of the district, the Council endeavours to provide off-street parking which is convenient to village centres, where it is needed. Car parking in the villages has become increasingly important, particularly in the larger villages, which offer a range of services that attract customers from the surrounding areas.

Government policy is seeking to limit car parking as a means of reducing levels of traffic and promoting public transport, cycling and walking as alternatives to the private car. It does, however, recognise that good quality secure parking is important to maintain the vitality and viability of town centres, and to enable retail and leisure uses to flourish.

The District Council recognises that the level of car parking provision in towns and villages has an important influence in determining the choice of means of travel by a significant proportion of the local population. However, it is also generally recognised that at present alternative means of transport, particularly public transport services and safe cycle routes, are insufficiently developed and publicised to present an adequate alternative means of transport for many of the shoppers and employees dependent on the market towns, villages and employment centres. When these facilities and services have been improved to provide viable alternatives, consideration will be given to reducing the number of long-stay car parking spaces in the towns and villages. In advance of these improvements the Council will maintain current and planned levels of parking and will only provide additional off-street parking spaces where there is special justification following every effort to manage existing spaces for the benefit of all users of the car parks.

The Council will support the introduction of residents' parking schemes in town and village centres where the lack of private parking causes difficulties for local residents. The County Council is responsible for the introduction of residents' parking schemes in the district and at present only one scheme, in Henley town centre, is in operation. Residents' parking schemes are beneficial where residents in town centres do not have garages or off-street parking available, often because of the layout of largely Victorian terraced houses. There is competition on streets within and surrounding town centres between shoppers, employees of local businesses, and residents. The District Council considers that there are benefits to the community, and to the vitality of the town centre, if residents are given priority in using road-side parking. Residents' parking schemes and short-stay, on-street, pay-and-display public parking can be provided together in circumstances where there is sufficient parking available to meet both requirements.

Traffic management matters and road improvements are a core County Council function. Traffic management and traffic calming have a key role to play in reducing the impact of traffic in the district's towns, villages and rural areas. The Council will urge the highway authority to promote traffic management measures where these contribute to improving the environment, improving the safety of pedestrians, cyclists or motorists, facilitating walking and cycling and/or improving the use of public transport (including the efficiency of public transport operation and the service provided). The District Council believes that within town and village centres with a mixture of land uses, priority should be given to pedestrians over traffic. Well designed pedestrianisation and pedestrian-priority schemes will be supported, together with measures to promote safe walking, cycling and public transport.

Traffic management measures should be promoted to enhance the quality of the street environment and to improve road safety, particularly in residential areas near shops and around local schools. New residential areas should be designed to encourage low traffic speeds through environmentally-sympathetic traffic calming. In established residential areas, there needs to be a creative use of traffic calming and traffic management measures to give priority to pedestrians and to reduce the impact of vehicular traffic, including the creation of "home zones". Home zones aim to improve the use of a range of traffic calming measures which will allow streets to be used by residents for a range of activities other than the passage of vehicles. Where part of a development is to be of 'home zone' style, developers should refer to the County Council's guidance: Home Zone Characteristics for New Housing Developments, February 2002.

Traffic management measures in the rural areas should be sympathetic to the character of the area. The District Council will support measures which reduce vehicle speeds in the rural areas, improve safety, reinforce the road network hierarchy, and control the use of unsuitable roads by non-local traffic. However, the Council is concerned that the right balance is achieved between safe and convenient roads, and the protection of the rural environment and beauty of the landscape. The Council will urge the highway authority to have proper regard to these environmental factors in the preparation of schemes. The County Council is promoting the 'CountryWays' project which is looking at ways of improving traffic management in part of the Chilterns AONB. The measures that will be considered include village entry treatments, signage strategies, quiet lanes and village traffic calming. The project has the support of the District Council, the Chilterns Conservation Board and the Countryside Agency. This is a pilot project which, if successful, will be extended to other areas.

It is considered that the existing provision of facilities for motorists in the district will be sufficient to meet the needs of motorists within the plan period. If, however, further facilities are required, they should be sited within the built-up area of the towns and larger villages in the district. Petrol filling stations are an important local service and in the villages often provide an ancillary shop. The Council will seek to protect the redevelopment or change of use of essential services and facilities in accordance with Policy CF1.

The Council considers that there can be no justification for a further motorway service area in South Oxfordshire. Oxfordshire County Council similarly takes the view that the existing provision meets all M40 services needed in the County. In August 1992 the Department of Transport (DOT) announced a new regime for the provision of motorway service areas and reduced the minimum acceptable interval between them from 30 miles to 15 miles. Subsequently, DOT Circular 1/94 advised that the provision of services at intervals of not much more than 30 miles remains a desirable general aim. There are at present two motorway service areas in Oxfordshire, one at Ardley (Cherwell Valley) and one at Lower Farm, Waterstock (Wheatley Services). There are no motorway service areas between the Wheatley Services and the M25 London orbital motorway. However, the length of motorway which runs through the district is approximately 12.5 miles, and the distance from the Wheatley Services to the eastern boundary of the district is just over 9 miles. In addition, the motorway runs through open countryside, part of which is within the Oxford Green Belt and part within the Chilterns AONB. There would, therefore, be strong policy and environmental objections to any further provision within the district.

There is concern within the district that the increasing amount of heavy goods traffic is having serious and adverse effects on the environmental quality of the rural areas, villages and towns. The District Council supports the County Council's policy that lorry traffic should, wherever possible, use the major road network and that new freight distribution depots should be located near to rail, pipeline or waterway networks. The transfer of movements from road to rail can relieve the road network, although it is recognised that most trips which use rail have to be completed by other forms of transport. Where lorries are servicing local firms, local roads will need to be used for access purposes. Similarly proposals permitted in accordance with employment Policy E8, which provides for the re-use or adaptation of rural buildings outside the built-up areas of towns and villages, might increase the number of lorries on rural roads.

Road freight is continuing to grow in terms of the amount of freight carried, the distances over which it is carried, and the number of road freight vehicles, particularly vans. The size and weights of the heaviest vehicles, and the proportion of road freight carried by these vehicles, has also increased. Lorries are particularly prone to causing hold-ups due to difficulties in manoeuvring, especially in historic town and village centres. Heavy vehicles can also cause damage to properties in these areas and to roads not built to accommodate them.

Proposals for lorry and freight distribution depots which would have serious and adverse effects on the environmental quality of the rural areas, towns and villages will be resisted. There are three existing depots in Didcot, one in Wallingford, and another on the outskirts of Thame. These depots have implications for HGVs travelling through the district to the motorway network.

The Council will urge the County Council to negotiate routeing agreements, where appropriate, as a means of addressing freight-related environmental impacts in the towns and rural areas. The environmental impact of heavy goods vehicles passing through Henley has given rise to particular concerns, as many of these vehicles are not servicing local firms but are using the river crossing to travel to wider destinations. Many of these trips are associated with the freight distribution centres in Didcot and Milton Park.

Where the Council becomes aware of an application under the provisions of the Transport Act 1968 for the establishment of a Goods Vehicle Operator Licence on a site where planning permission is necessary, consideration will be given to the effect the proposed use would have on the local environment and the amenity of the local area. Where a proposed operating centre is likely to give rise to traffic problems or have an adverse effect on the amenity of the local area, the Council will refuse planning permission and may object to the grant of an Operator's Licence.

Oxfordshire County Council and Oxford City Council are implementing the Oxford Transport Strategy. This involves a wide range of measures including restricting traffic through the City centre and expanding the park and ride car parks around the City. The Thornhill Park and Ride Car Park on the A40 to the east of Oxford is within South Oxfordshire. The Council approved an extension of this car park to the west in 2001.