EX060202-14an2

EXECUTIVE – 6 FEBRUARY 2002

The link would need to await the availability of the route currently used by Hanson’s mineral operations between Cassington and Yarnton. An alternative alignment would be needed south of Eynsham, possibly in the open space between the bypass and the edge of residential development. Elsewhere some minor changes in alignment would be needed to avoid conflicts with residential property. However, the major problem for a heavy rail route is in the area south of the Witney bypass. Getting the rail route over or under the A40 (which did not exist when the old railway line was still running) would be very expensive as would finding a site within the town for a station. Even using a parkway station to the south of the bypass, there are significant engineering challenges and massive environmental problems in taking the route between the edge of Ducklington and the bypass. In particular, this would involve using an elevated structure to take the line across the lake, the probable demolition of an hotel and a "jacked box" structure to get the line across the A40/A415 Ducklington interchange. Lastly, a heavy rail line would not link into the proposed GTE (guided bus) system for Oxford. Taking these factors into account, the consultants have concluded that the reinstatement of a traditional heavy rail route would not be viable.

The light rail route from West Oxfordshire to Oxford would start in Carterton, running past the northern boundary of the air force base, past Brize Norton (to the north of Manor Farm) then alongside the road to Witney (see plan). The consultants have suggested that the tram route could utilise the existing Curbridge Road Bridge to cross the A40 on the West Side of Witney or possibly be incorporated in a new A40 junction at Downs Road. There are a variety of on-street routes that the tram could take through Witney and several of these are suggested in the Consultant’s report.

To the east of Witney, the route would leave the town via the Cogges Hill Road then across the A40 to join the old railway alignment to Eynsham via South Leigh. The consultants are suggesting the possibility of a new alignment between Eynsham bypass and the edge of the village. Between Eynsham and Oxford, the consultants have considered two broad options. One would involve using the old rail alignment past Cassington, to join the existing rail line just south of Yarnton. The other route would link into Oxford from Farmoor and Botley running into the City parallel with the A420 (along the north side) or within the existing highway of Botley Road. In the case of the Botley routes, the consultants have concluded that the environmental problems and engineering challenges involved in taking the route across the Thames floodplain near Farmoor and into Oxford via Botley Road are such that this option would not be viable.

In the case of a light rail route along the old alignment via Yarnton, the consultants have suggested two sub options. One would involve the light rail vehicles joining the existing line at the Yarnton junction then running on conventional rail tracks in to Oxford railway station. The other option would seek to provide a new link across from the Yarnton junction to the Peartree Park and Ride site (with a similar link to Redbridge P&R on the south side of the City). The light rail vehicles would then be able to replicate the role of the proposed Oxford GTE system, by shuttling passengers from the park and ride sites to Oxford station (although, unlike GTE, it is not proposed that the vehicles would be able to run on street within Oxford). In the longer term, the consultants suggest that joint use of heavy rail lines by light rail rolling stock, opens up the opportunity to extend the light rail system out to such places as Bicester and Abingdon.

The consultants’ suggested route for a guided bus link is broadly the same as that for the light rail route (see plan). The main difference from Carterton to Witney is that the guided bus vehicles would not need any parallel highway space segregated from the carriageway but would operate within the general traffic lanes as conventional buses. Similarly, within Witney, no special tracks or guideways would be required and the buses would run on the most advantageous loops through the town, possibly calling at a new park and ride site on the West Side of the town.

For the route between Witney and Eynsham, two-way guideways could be constructed along the alignment of the disused line. Guided buses offering direct services from Carterton to Oxford could avoid delays through Witney by travelling along the A40 Witney bypass before joining the newly constructed guideway via a suitably modified Cogges Hill Road over bridge. As in the light rail option, the consultants are suggesting a guideway route between Eynsham bypass and the edge of the village. From Eynsham to the south side of the A40 at Cassington, the guideways could be constructed along the route of the disused rail line but at this point would follow a new alignment along the south side of the A40. New structures would be needed to take the guideway over the railway line and the Oxford canal before the route would connect with the proposed GTE route between Peartree and Oxford station.