Frequently asked questions (FAQs) - Didcot Central Corridor

The population of Didcot and the surrounding area is expected to grow from 36,400 in 2017 to 51,400 by 2027.  To cater for this growth the transport infrastructure serving Didcot requires extensive investment.

Oxfordshire’s Local Transport and Connectivity Plan (LTCP) sets a clear vision to deliver a net-zero Oxfordshire transport and travel system, that enables the county to thrive while protecting the environment and making Oxfordshire a better place to live for all residents.  The LTCP includes a set of headline targets, including to reduce 1 in 4 car trips by 2030.  Oxfordshire County Council plan to achieve this by:

• Reducing the need to travel
• Discouraging individual private vehicle journeys and
• Making walking, cycling, public and shared transport the nature first choice.   

In line with this, the Didcot Garden Town (DGT) aspiration is to embed sustainable practices across all sectors and apply ‘smart science’ to improve the quality of life for all.   It proposes an improved transport network focussing on the promotion of active travel, high quality public spaces and improved connectivity.

The DGT Delivery Plan (DGTDP) sets out a comprehensive set of ideas and proposals to improve the way Didcot functions as a growing town within Science Vale and help to improve the lives of residents living in and around Didcot Garden Town.  The Didcot Central Corridor (DCC) project was identified as part of the this.  

The DCC project combines transport and movement improvements with urban design, street space and placemaking improvements for three key routes in Didcot.  

"Placemaking” focusses on the ongoing relationship between people and the built and natural environment (‘spaces’).  It’s a process which seeks to bring together all parts of the community, and develop a strong sense of ‘place’. 

Placemaking forms part of Oxfordshire County Council’s Healthy Place Shaping approach which aims to create sustainable, well designed, thriving communities where healthy behaviours are the norm and which provide a sense of belonging, identity and community, and is one of the three key workstreams “shaping the built environment, green spaces and infrastructure at a local level to improve health and wellbeing”.

Acknowledging that communities make places, but infrastructure can help shape them, the Didcot Central Corridor Placemaking Strategy concentrates on Shaping the built environment, providing infrastructure so that people can easily access green spaces and are able to walk, cycle and socially interact. 

It is led by Oxfordshire County Council (OCC), working in partnership with the Didcot Garden Town Delivery Group (DGTDG).  

The proposed Northern Perimeter Road 3 (NPR3) and the proposed Science Bridge (which is part of HIF1 Didcot and surrounding areas major infrastructure project) links will need to be completed before some of the town centre schemes are implemented as a reduction in through traffic, particularly along Broadway, is required.

The Didcot Central Corridor project is being undertaken in parallel with other projects identified within the DGTDP, including:   

• Didcot Local Cycling and Walking Infrastructure Plan LCWIP (LCWIP). The LCWIP is one area of the South Oxfordshire and Vale of White Horse District Councils DGTDP, a plan to help improve the lives of residents living in and around Didcot Garden Town. It will support applications for government funding when it becomes available. 
• The Didcot Area Travel Plan is being developed as part of the countywide Local Transport and Connectivity Plan (LTCP).  It will be part of the overarching travel plan for South Oxfordshire and Vale of White House, and will support bidding for relevant funding to deliver transport projects.  
• Didcot Gateway (Masterplan) has been identified by South Oxfordshire District Council (SODC) as a potential development site and is an allocated site in SODC’s adopted Local Plan.  SODC has brought forward the Masterplan for mixed use development of the site, which will enable landowner planning applications for individual areas.   

• Didcot Local Cycling and Walking Infrastructure Plan LCWIP (LCWIP) will identify cycling and walking improvements required within the Didcot Garden Town Boundary and connections to the wider area and villages. 
• The Didcot Area Travel Plan will form part of an overarching travel plan for South Oxfordshire and Vale of White Horse.  It covers all aspects of travel from car journeys, cycling, freight, bus and rail journeys.  
• The Gateway Masterplan outlines key features, including cycle connectivity, public space, bus infrastructure and green spaces specifically related to the Masterplan site.  

The Didcot LCWIP and Didcot Area Travel Plan are both looking at transport and travel in the wider Didcot area.

We expect to have completed this next stage of work and identified potential schemes in more detail by Autumn/Winter 2023.

The delivery and timing of any schemes will depend on what the preferred solution is, funding availability and whether planning permission and / or land are needed.  Any larger schemes will need to be designed in detail and may require planning permission, which will take a number of years. 

Their construction would also need to be timed in a way to try to avoid any other major roadworks in the area such as the construction of Northern Perimeter Road phase 3 and the HIF1 project.  We hope to be able to do smaller improvements, such as wayfinding signing and planting, much sooner. 

As part of the next stage, your comments will be considered along with those of other key stakeholders and Council Officers. More scheme testing and assessment will help understand how any changes will impact the traffic. The schemes taken forward to the next stage will be designed in more detail. The schemes also need to be costed and their funding agreed.

At this stage, costs have not been calculated. This consultation is to establish which schemes we should be focusing on in more detail before spending time on these details. Funding is not confirmed although it is expected that smaller, quick win schemes could be paid for from existing funding streams.

At this stage, proposals are not detailed enough to understand whether additional land will be required.  This will be part of the detailed design.  Where possible, improvements will be within the Highway Boundary or on Local Authority land.  

At a later stage, designs will be available for further consultation. If a scheme requires planning permission, it will go through the Statutory Planning Process where you will have a chance to review and comment.

The ideas include areas of public art, which we hope can be designed and developed by local people and communities.

Within our ideas for the Didcot Central Corridor project, we have sought to identify where we can improve planting and design with nature in mind. The ideas also include ways of encouraging people to walk and cycle and reduce traffic which will have a positive impact on air quality. The design team are mindful to design with the minimal environmental impact necessary to realise the schemes and for their onward management and maintenance.

The proposals include additional tree planting and monitoring the health of existing trees as part of the ongoing management commitments. No trees will removed without good reason.

We are not yet at the stage of looking at specific species. This will be part of the detailed design where the locations and our climate and will be considered.

The design team will select trees suitable for the environment and our climate, and part of this will be to align with the Council’s maintenance programme.

We are not yet at the stage of looking at the materials that could be used. This will be part of the detailed design.

We are not yet at the stage of looking at specific locations, this will be part of the detailed design where the locations will be considered. 

Some priority crossing points have been identified from previous consultation feedback and us visiting Didcot.  Additional locations highlighted in this consultation, such as near Didcot Community Hospital or at the Greenwood Avenue junction, will be considered further in the next stage.  

The potential to build a new bridge near the Station was considered in the early stages of this project.  

It was concluded that this idea would be very challenging and costly.  The existing overhead rail cables would need to be relocated underground or the bridge designed to clear them.  Ramps would also need to be provided and achieve safety design standards, which would be difficult to fit within the space available.

It depends on the location and the Idea put forward. For Idea 1, footways are typically designed to a minimum width of 2 metres where space permits. 

Idea 3 typically promotes a 3-4 metre wide path for shared use by pedestrians and cyclists.

Idea 2 promotes a mix of these standards depending on location and opportunity for providing more planting and seating.

The terms ‘pedestrians, wheelers and cyclists’ who ‘walk, wheel and cycle’ have been designed to include those who depend on non-motorised or low speed wheels. Examples include wheelchairs and mobility scooters.

There are some places where cyclists may be given priority, depending on which idea is taken forward.  For example, at some sides roads cyclists and pedestrians would have signed priority when crossing.  We also have some ideas, like a Dutch style roundabout at Jubilee Way Roundabout, where cars would give way to cyclists.  

The rights of all road users will be as per the Highway Code. 

• A cycle track is for cycling within the highway boundary. It is physically separated from motor vehicles and pedestrians, such as by a kerb, verge, stepped or different surface material.
• A cycle lane is next to and on the same level as the traffic lane, demarcated by a solid or dashed line.
• A cycle path is cyclist provision away from the road, for example in the countryside.

• A segregated cycle-track is separate from the pedestrian footway. 
• A shared use path is for use by both pedestrians and cyclists. The DfT’s Local Transport Note ‘Cycle Infrastructure Design’ (LTN 1/20) states that “Shared use may be appropriate in some situations, if well-designed and implemented. Some are listed below: 
• Alongside interurban and arterial roads where there are few pedestrians
• At and around junctions where cyclists are generally moving at a slow speed 
• In situations where a length of shared use may be acceptable to achieve continuity of a cycle route…”

For all 'Idea 1', wherever possible, cycle tracks are segregated from the pedestrian footways and designed to the current UK standards in LTN 1/20. There are some locations where it is not possible to provide to this standard and there are small sections that may still have to be shared.

It depends on the location and the Idea put forward. Idea 1, typically promotes 3m wide two-way segregated cycle-tracks. 

Idea 3 typically promotes a 3-4 metre wide path for shared use by pedestrians and cyclists.

Idea 2 promotes a mix of these standards depending on location and opportunity for providing more planting and seating.

We know that this would be a real advantage for cyclists from Ladygrove going to the schools in particular.  However, there are space constraints in this location due to on-street parking.  A contra-flow cycle lane isn’t included in our ideas at this stage, but could be considered further at a later stage or progressed as part of another project.  

A Dutch style roundabout is a roundabout with a physically separated circular cycle track running around the outside of the main carriageway along with pedestrian footways. In urban areas, cars should give way to cyclists on the track.

The safety of any road scheme depends not only on design but also on how it is used.   Much like other features on our roads, dutch-style roundabouts depend on an ethos of mutual respect between motorists, pedestrians and cyclists. 

Before any road schemes are implemented on Oxfordshire roads (Dutch-style roundabouts or otherwise) they are subjected to a robust Road Safety Audit process carried out by a team of independent experts. Road Safety Audit takes place at preliminary design (Stage 1), detailed design (Stage 2) and post-construction (Stage 3).  The purpose is to identify potential hazards which might be introduced by the design and to recommend or mandate remedial action.

Part of this project focuses on improving bus stop facilities and the movement of buses around Didcot. Our ideas include improved bus stops with seating and live bus information. Where bus stops are in bus lay-bys, we propose to move these out so that buses do not get stuck in them when there is traffic. Along Broadway towards Jubilee Way roundabout, the removal of some parking will mean that buses won’t be blocked by oncoming traffic.

Significant financial contributions have already been secured from developments in the area to fund more bus services.  Adding more buses is not part of the scope of this particular project.  

Buses will still be able to travel along Broadway. By removing some parking in the narrow part of Broadway towards Jubilee Way Roundabout, the delay buses currently experience will be reduced.

The objective of this project is to improve the environment for people to move around. Whilst this doesn’t include providing new transport such as new bus services, our ideas do incorporate measures to help people who might find it difficult to get around. This includes places to sit and rest, and changes to bus stops to make them more accessible.  

Our ideas have been put forward with improving actual and perceived personal safety. For example, increased CCTV and lighting at the underpasses along with cutting back vegetation to improve visibility.

We are also proposing reduced speeds in and around the town centre to make it safer for all, particularly pedestrians, wheelers and cyclists.

Any designs developed will use the relevant technical standards and best practice.

Before any road schemes are implemented on Oxfordshire roads, they are subjected to a robust Road Safety Audit process carried out by a team of independent experts. Road Safety Audit takes place at preliminary design (Stage 1), detailed design (Stage 2) and post-construction (Stage 3).  The purpose is to identify potential hazards which might be introduced by the design and to recommend or mandate remedial action.

This project itself has the aim to improve transport choices for residents and visitors to walk, wheel and cycle along the main transport corridors to the Town Centre and within it. We hope that these will encourage sustainable travel choices and reduce car use for most short journeys.

Also, the Science Bridge and Northern Perimeter Road 3 (NPR3) will give locals and through traffic an alternative route away from the town and Town Centre when they do not need to go there. New direction signs for through traffic to use the route will be installed.

This project aims to improve transport choices and enable more walking, wheeling and cycling particularly. We know we need to consider all road users and not just motor vehicles or just cyclists and pedestrians. The Science Bridge and Northern Perimeter Road 3 (NPR3) should reduce traffic flows into and through the town and give local vehicular traffic from the north alternative routes. Any changes to the junction will be tested in more detail.

Closing Cow Lane to motor vehicles will be considered in conjunction with improving the operation of the Jubilee Way Roundabout junction. They will be tested jointly in more detail.

Also, the proposed Science Bridge and Northern Perimeter Road 3 (NPR3) should reduce traffic flows into and through the town and give local vehicular traffic from the north alternative routes. We also hope that the perception of using the underpasses by potential walkers, wheelers and cyclists will be improved by making Cow Lane a more attractive route, and also reduce car trips.

Accommodating two-way traffic through the Cow Lane underpass will mean operating a ‘shuttle-system’ for each direction of traffic. It’s likely to have a negative impact on the operation of the Hitchcock Way traffic signals as lower levels of traffic will then pass through the junction. Signal timings will have to be extended to allow traffic in the underpass to clear in each direction. Traffic lanes dedicated to go into Cow Lane would also need to be designed at the junction so that those flows don’t block the ahead movements.  This will be tested in more detail.

We envisage a 20mph speed limit in the triangle of Foxhall Road, Broadway, Station Road and Hitchcock Way. 

This is to make the roads safer especially for walking, wheeling and cycling. Cyclists use the quieter through roads to travel to the station, town centre and schools. Haydon Road, Lydalls Road and Edinburgh Avenue are good examples. They are not wide enough to provide dedicated ‘to standard’ space for cyclists so a reduced speed limit will help the area to be friendlier for cyclists and all other non-motorised road users too.

Foxhall Road, Broadway, Station Road and Hitchcock Way are also part of this plan to make more attractive and safer routes for pedestrians and cyclists into and around Didcot.

Currently, our ideas do not include formal ’20 minute’ or ‘Low Traffic’ Neighbourhoods.

Some of our ideas do include measures to reduce vehicle speeds, or limit access through the Broadway to buses, emergency vehicles and cyclists only.  

Currently, our ideas do not include an Ultra Low Emission Zone (ULEZ) or charging people to drive to the town centre.  

You will be able to drive into Didcot using an alternative route if one of the ideas that restricts driving in Broadway is progressed.

You will be able to drive into the town if one of the ideas that restricts driving in Broadway is progressed, but you may need to take a different route.

Any scheme that means traffic access is restricted will need to be tested and designed to minimise impacts.

Any scheme that means traffic is moved off Broadway will be tested and designed to minimise effects on local residents. There is technology that can be used to control and deter rat running and inappropriate parking, so that they are safeguarded for residents and businesses in the area close to Broadway.

We may need to remove some parking to make space for the improvements we want to make for pedestrians and cyclists.

This will also make it a more pleasant and comfortable place for pedestrians visiting the shops and services along Broadway by reducing the dominance of traffic and improving safety for all.

Depending on which idea is progressed different amounts of parking spaces will be available. Idea 1 will only have parking for Blue Badge holders and limited time deliveries at the eastern end of Broadway. Idea 3 has a similar parking availability but with some parking removed to enable buses to move in both directions without hinderance.

A parking and servicing survey has recently been undertaken along Broadway and other parts of Didcot.  Any scheme designs will use this data to understand current parking demand and how essential users can be catered for as a minimum.  

Our designs will address street clutter such as removing old and damaged signs, guard rail and other unnecessary street furniture. New signing and street furniture will be part of the new designs. 

Any current highway maintenance and cleaning issues that we find, the Council’s maintenance team will be informed. Any proposals will include low or no maintenance materials and designs whenever possible.

If you wish to report any highway maintenance issues including potholes and overgrown vegetation, please use the link below:

FixMyStreet (oxfordshire.gov.uk)

The purpose of this consultation is to build awareness for the Didcot Central Corridor scheme and provide an an opportunity for the local and wider community to comment on our ideas. Feedback on our ideas helps us to determine which ones to develop further and do testing and assessment on, and which not to progress at this time. 

 As part of the next stage, your comments will be considered along with those of other key stakeholders and Council Officers. More scheme testing and assessment will help understand how any changes will impact the traffic. The schemes taken forward to the next stage will be designed in more detail. The schemes also need to be costed and their funding agreed.

A public consultation is being held from  6 June 2023 to 4 July 2023 via the Oxfordshire County Council (OCC) consultation platform Let’s Talk Oxfordshire. You will be able to see the plans, maps and drawings. There will also be an online survey for you to complete which asks for your thoughts on the proposals.

You can also email the project team at DCCproject@oxfordshire.gov.uk or write to:  

Freepost OXFORDSHIRE COUNTY COUNCIL

Please write ‘Didcot Central Corridor' consultation’ in the top left corner of the envelope, so we can easily identify what is inside.

As part of the next stage, your comments will be considered along with those of other key stakeholders and Council Officers. More scheme testing and assessment will help understand how any changes will impact the traffic. The schemes taken forward to the next stage will be designed in more detail. The schemes also need to be costed and their funding agreed.

We know that some people are unable, or find it difficult to, take part in online consultations or need things in a different format such as large print, easy read or a different language, to have their say.

If you, or anyone you know needs a printed copy of the questionnaire or information in an alternative format or help with sharing their thoughts please email DCCproject@oxfordshire.gov.uk or call OCC’s Customer Services Team on 01865 792422.  

Please note the council's Customer Services Team are unable to answer detailed questions about the proposals and these will be passed to the relevant project team who will respond as soon as possible.