Traffic in Oxford (Oxfordshire Liberal Democrats)

Traffic in Oxford

September 11, 2007 12:00 AM
By Cllr Dermot Roaf in County Council meeting

The draft Sustainable Communities Strategy mentions congestion, but its only suggestion for reducing it is car sharing. This is inadequate.

In 2005 the Conservatives won control of the County Council and announced that the war against the motorist was over. But was there any such war? Was the "Oxford Transport Strategy" anti-car or was it the only possible way of helping cars to keep moving?

The basic problem is that car-ownership is increasing faster than the supply of roads. We all want the freedom to drive and park on roads which are uncongested by other people's cars.

What are the solutions?

(1) Doing nothing results in gridlock.

(2) Building new roads is expensive and, often, environmentally damaging - particularly in the centre of Oxford.

(3) Giving priority to some road-users over others is popular with winners and unpopular; with losers. Some examples: Fire-engines and Ambulances over other vehicles, Residents over commuters for parking in residential areas. Delivery vehicles and disabled drivers for on-street parking near shops. Shoppers over commuters for off-street parking. Cycles, buses and taxis over cars in congested roads. Beautiful streets clear of parked cars over these streets cluttered with parked vehicles. Pedestrians over buses in shopping streets.

How are these priorities chosen? What is the role of charging? With a limited supply of parking, should it be first come, first served (with consequent queues and cars circling round looking for spaces) or should there be charges set to reduce the demand to the available supply? In areas of terraced housing there may not be space for the increasing numbers of residents' cars. Should the number of permits per house be limited - or should charges be made at a level which deters people from car-ownership? Or a mixture - one car per household cheap, subsequent cars more expensive?

How are these priorities enforced? By the police or by traffic wardens employed by the local council or by cameras? Do charges (or penalties) have a role? Is the penalty of £20 for breaching parking regulations adequate when all-day off-street parking costs more than £20? Would toll-gates be better than bus gates? It appears that many people are going through the bus-gates and paying the £30 penalty rather than avoiding these routes.

Should these choices be for local decision or do we require uniformity and national decisions? Some would require national legislation even if implementation were to be for local decision.

Oxford's radial roads are often congested at rush hours. Should Oxfordshire copy London and introduce a charge for driving on its roads at peak times? Should the number of off-street parking spaces controlled by employers and used by their workforce be reduced? As a result of planning conditions Oxford's Universities do not provide parking for most of their employees. Should similar planning conditions be imposed on other employers - or should there be a local tax for each such space? Nottingham City Council is considering such a congestion charge. Should there be similar taxes on super-market car-parks?

As well as congestion, pollution is caused by most motor vehicles. The London congestion charge varies with the type of vehicle. The Richmond-upon-Thames residents' parking charges vary between nil and £300 per year (with an average of £100). Should Oxfordshire follow suit? Should charges be made for driving and parking even when there is not congestion in order to reduce pollution? Should the Council subsidise all the buses so that it is cheaper to come in by bus than by car? If so, where would the money come from? Would more and better cycle lanes and cycle-parking encourage more drivers to cycle instead?

These questions need answers if we want to give motorists the freedom to use our roads without congestion. Car sharing is not enough.

Oxfordshire Liberal Democrats