Is Pedestrianisation now back on the table?
Recently we experienced the temporary closure of central London, brought to us by the Extinction Rebellion movement. This effectively introduced the pedestrianisation of Oxford Street by other means, if only for 2 weeks, and further confirmed our fears of just how disastrous the permanent closure of Oxford Street would have been for Marylebone.
Whilst some may have eulogized over the wonders of a traffic free Oxford Street and may have been breathing cleaner air whilst camping out at Marble Arch, those who actually live in the surrounding areas certainly were not. For them the nightmare of clogged roads, massive increases in pollution and inability to get in and out of the area confirmed what they had known all along: closing Oxford Street to traffic doesn’t make it disappear - it just sends all its traffic into the surrounding areas. Businesses were also unenamoured with this particular experiment having experienced drops in footfall of between 15% and 25% over the period of the closures.
So it was with good reason that this time last year we were all breathing a sigh of relief when Westminster Council announced they were dumping the Mayor’s previous pedestrianisation scheme for Oxford Street. Promises had been made by the Leader of Westminster Council and others that pedestrianisation was, ‘off the table for good’ following a resounding electoral mandate against the Mayor’s and TfL proposals. It appeared then that the struggle to defend our area from Oxford Street’s unwanted traffic had been decisively won.
However, things were never going to be quite that straightforward. It was always apparent that the political pressure would still be on Westminster Council to be seen to be doing something with the area. The question was what? And would it continue to honour all those promises made during the election and just after?
We did not need to wait too long to find out. In October 2018 Westminster Council formerly announced a major new plan to put £150 million into improvements over the whole Oxford Street district via a comprehensive new Place Shaping and Delivery Plan. This new district wide approach was broadly welcomed by many of those organisations who had previously vigorously opposed the Mayor’s plans, including our own Marylebone Association. The fact that many suggestions previously made by us and other amenity societies had clearly been listened to and incorporated in the plan made it easy for us to endorse much of what was being proposed.
However, as the details of the plans emerged through the course of the ensuing consultation, we discovered that it contained some concerning aspects. Some proposals, reminiscent of the previous scheme, had re-emerged, namely those that advocated the closing or the severe restricting of Oxford Street traffic. As these were contained amongst the large amount of detail about much else, their extent and severity may not have yet been readily appreciated.
These proposals appear to undermine the principle and purpose of keeping Oxford Street open to traffic and could result in outcomes that we previously understood had been unambiguously abandoned by Westminster Council. In addition they contradict statements made by Westminster both during the recent elections and since the rejection of the joint TfL consultation. They even appear to contradict statements made elsewhere in the Council’s own Strategy.
There are three main proposals that give us cause for concern and we are disappointed, and not a little surprised, to see their re-emergence now after all that Westminster has previously said. Given their relative importance to residents and businesses, and given that they would re-introduce in part what was widely found to be unacceptable in the previous scheme, they need to be clearly stated:
A. The proposal to close the section of road around Oxford Circus between John Prince’s Street and Great Portland Street to all east-west traffic and pedestrianise it.
B. The proposal to restrict the width of Oxford Street to 2 carriageways only, along its entire length.
C. The proposal to close certain sections of Oxford Street to all traffic other than buses at certain times of the day.
The most worrying of these proposals is the scheme to pedestrianise Oxford Circus. When WCC promised to abandon pedestrianisation for good, both during and after the election, we assumed that meant in any part of Oxford Street. But this proposal resurrects some of the worst aspects of the Mayor’s discredited scheme. In routing all traffic around neighbouring roads it reintroduces pedestrianisation by recreating a miniature version of the previous plan - that is by creating a needless diversion around a straight line.
Only in 2009, £5 million was spent in upgrading Oxford Circus to the new diagonal crossing and since then it has become one of the roads most famous features. At the time Westminster Council welcomed this as a major triumph in accommodating safely the many numbers of pedestrians in the area. The figures have not changed appreciably since then.
Yet here is a proposal to force vehicles to travel at least 3 times as far to get around Oxford Circus rather than through it. The extra time and hassle that this route entails would inevitably deter bus users from using it due to the extra time added to the journey and would result in traffic displacement through neighbouring areas by taxis and other vehicles trying to avoid it. This in turn will generate more pollution and congestion. In addition, even this does not go far enough for the Mayor, who is ‘underwhelmed’ by it. Residents will not want it, so who is this designed to please?
Well, it certainly appears to please the Crown Estates. They are the owners of Regent Street and see this as an opportunity to create a gateway project for the area. They are, as a result, prepared to contribute to the costs of undertaking the scheme. Westminster Council could find this attractive as they need to take the pressure off their allocated £150 million budget for the area, as the estimated cost of all the works proposed by the Council is presently estimated to be £232 million.
The principle reason claimed for the proposal it is that of pedestrian safety: that the opening of the new Elizabeth Line (formerly Crossrail) and the resulting extra numbers of travellers will lead to dangerous overcrowding on the pavements and crossings around Oxford Circus. However the principle reason we oppose it is equally on grounds of safety: the scheme proposes to substitute no less than 4 major turns for all traffic travelling along the length of Oxford Street where at present there are none. Each one of these new turns runs across very busy streets which will bring traffic into conflict with pedestrians.
Rather than improve safety, the potential for accidents will merely be displaced to the smaller roads behind Oxford Circus and indeed, due to all the additional turns made necessary, may be dramatically increased. As for the Elizabeth Line, this project, now 2 billion pounds over budget, has recently postponed yet again, to some time in 2021. TfL have lost all credibility with regard to their time projections on this project - why should their projected footfall figures be any more accurate than their timings? .
In any case this is the very area that, as a result of the opening of the Elizabeth Line, is forecast to have some of the pedestrian pressure removed and to see a relative decline in numbers. The new Bond Street/Hanover Square stations will take on many of the journeys that previously terminated at Oxford Circus. And this will continue into the future - on WCC’s own figures - during the first 5 years of its operation numbers at Bond Street will be up by 22%, at Tottenham Court Road by 25%, whereas the increase forecast for Oxford Circus is 6%. Does this really merit permanently closing Oxford Circus to all east-west traffic?
Although it is recognised that there is room for further improvement we would have hoped that this could be realised within the context of the work previously undertaken. For instance, buses and other vehicle turns at Oxford Circus could be banned whilst retaining an east-west flow. Further, the proposals for Oxford Circus appear to be in conflict with the Strategy’s own aspirations for John Prince’s Street which will hardly benefit from having all the Oxford Street traffic routed through it.
Yet a further problem with the closure of Oxford Circus will likely arise in accommodating the additional traffic crossing in Upper Regent Street as this will require longer red light phases against north-south traffic. However, this traffic already faces considerable congestion from the single lane at Oxford Circus often backing up beyond Langham Place and into Portland Place.
The proposed diversions will therefore be dangerous, they will cause more pollution and will no doubt result in drivers using alternative routes through the surrounding areas, causing yet further traffic displacement into our neighbourhoods.
It is significant that whereas the Westminster consultation experienced a high positive response overall, it actually failed to get approval for this scheme. The consultation analysis (Taken from the Steer Report dated February 2019) shows that the proposals for Zone F. - Oxford Circus - 45% strongly opposed or tended to oppose the proposals, with only 39% of Westminster residents strongly supporting or tending to support them. Also, the most frequent comments from stakeholders regarding the draft Place Strategy was fear of traffic displacement - approximately 50% cited this, by far the highest of all the concerns listed.
The other proposals of concern involving traffic restrictions, or removal, of all non-bus traffic on Oxford Street at certain times of the day will again be bad for Marylebone. These ideas did not get a specific question in the consultation, but they did emerge in part under the proposals for Zone C (the part of Oxford Street containing Selfridges department store, where Oxford Street connects Baker Street and the Mayfair streets of Duke Street, Orchard Street and North Audley Street). Here also respondents generally opposed the proposals outlined in the draft Place Strategy.
So far, we only have outline proposals for all these schemes. The methodology to justify them is at present being developed, for instance through traffic modelling - which as previous experience has shown, cannot be entirely trusted. The Council stated that issues arising from the proposals will be listened to and taken into account before deciding which ideas to take forward. But the issues arising from them have been stated clearly by us and others and they have been rejected by the majority of respondents to the consultation - but still they have been recommended to be taken forward.
Accordingly, whilst we look forward to and support the successful introduction of the large majority of the proposals in the Strategy, we will continue to press our objections to this the parts of the overall scheme we feel will damage Marylebone, for all the reasons outlined above.
OXFORD STREET UPDATE - OCT 2018
A scheme not just for Oxford Street but the whole Oxford Street District.
Early October has seen a flurry of announcements concerning Oxford Street. Westminster City Council have continued to honour their election pledges and listen to the West End, residents and businesses. The Council Leader has personally confirmed again that they are no longer supporting the Mayor’s plan to pedestrianise and that they are going it alone with a bold scheme to put £150 million over three years, not just into Oxford Street, but into a scheme which is genuinely for the improvement of the whole Oxford Street District- Link to Leaders Update October 2018
In this they now have the support of all the West End amenity societies, who are already being actively consulted by Westminster as part of their engagement process. The Council now understands the importance of protecting the iconic neighbourhoods around Oxford Street: Fitzrovia, Marylebone, Mayfair and Soho. They are aiming to unveil their scheme at the end of the month, and go out to public consultation on it in November for 6 weeks.
At that stage Westminster Council will be seeking the views of those who live, work or have an interest in the area on the new Oxford Street strategy and to that end a new website has been launched at https://osd.london. This will provide details of proposals for the Oxford Street District as well as information about the forthcoming consultation and how the public can give their views. We would urge all those who have shown so much interest in the future of Oxford Street to visit that website and use this opportunity to help develop the scheme with their constructive views on the area.
Westminster have also launched an Oxford Street District newsletter to keep people updated which can be subscribed to from the Oxford Street District website.
All good news so far and we will keep you updated. The next key date is the meeting of the Westminster Council Cabinet on 25th October where the decision on the draft Place Strategy and Delivery Plan for Oxford Street will be formally set out and sanctioned.
THE FUTURE OF OXFORD STREET
By the beginning of 2018 Mayor Sadiq Khan appeared to have everything in place for his scheme to pedestrianise Oxford Street. It was widely believed that the recently closed 2nd consultation was little more than a necessary formality needed prior to full implementation of the “transformation of Oxford Street” i.e. pedestrianisation by December 2018.
However the first sign that things were not quite going to plan was probably the unexpected extension of the original projected 6 week consultation by 2 weeks to accommodate the unprecedented level of responses. The pedestrianisation time frame was already very tight and this was not helpful.
It then became apparent from the responses received that this would be no walk in the park: “it was clear that the overwhelming majority of Westminster’s residents and businesses were opposed to the concept” (Cllr Astaire, former Cabinet Member Planning and Public Realm). Headline figures showing a majority of those in favour could only be gleaned from pulling in national responses, mainly populated by pedestrianisation pressure groups from all over England, Wales and Scotland. Scratch the surface and it was clear that the local figures told a very different story.
Things got a great deal worse when a number of serious errors were discovered with the consultation itself, including the use of an incorrect email address on the consultation response form. Emails sent to this address had not even been counted and could not be recovered. TfL had therefore lost an unknown quantity of responses and were unable to recover them.
The consultation was reopened for a 3 week period to try and retrieve the situation, in truth, a pointless task. Relatively few knew it had been opened again and fewer still were able to recall the email address they had used for their response. A decision on the implementation of pedestrianisation that should have been made before the local elections now had to be delayed until after them.
The fact that TfL were not even able to properly manage the consultation started to raise questions: if they couldn’t run this, how would they be expected to organise without mishap the most complex road closure programme ever proposed for Central London? With a West End economy where billions of pounds are at stake, this was worrying. This was not the sort of thing to get wrong.
Additionally, the consultation had posed a number of other awkward questions: Where, exactly, was all the Oxford Street traffic to go? The TfL traffic modelling showed that it would largely disappear, with everything running virtually the same as before the road was closed. But how would that be possible? And did not their modelling show the same on Bayswater Road before the cycle lanes went in? But is not that area now plagued by queues and rat running? This was not a comforting precedent and gave little reassurance as to the accuracy of TfL traffic modelling.
Further, major access issues emerged. How would everyone get to and through Oxford Street without any buses? How would the less athletic even manage or want to get up and down such a long length of pedestrianised road?
To these questions, and many more, no satisfactory answers were forthcoming.
Then Westminster Council announced it had been the Mayors/TfL’s scheme all along, there was no joint plan, they produced “Eight Pledges” designed to make the scheme acceptable but which, if honoured, would seem to make proposals to close the road impossible.
Following this the Westminster Council Cabinet member in charge of the project and previous advocate of the scheme stood down, for unrelated reasons.
The impending local election put everything up a gear, dramatically confirming the unpopularity of the whole scheme and introducing further evidence to show that, not only did the proposals have little support throughout the West End, but that they were unwanted by the large majority of both residents and businesses.
Finally, enough was enough, Westminster Council announced that not only was there no joint plan, there was, in fact, no plan. It was announced that all work on the scheme had been stopped and that any future scheme, if there was ever to be one, need not involve pedestrianisation and would need to be developed to the satisfaction of the residents.
This, rather like having to design a scheme for fox-hunting which would be acceptable to the fox, appeared to be an impossible requirement — Westminster Council and everyone else went into the May elections on the understanding that the scheme was indeed sunk.
Everyone, that is, save the Mayor who appeared blissfully unaware of the unfolding debacle and had said nothing to indicate otherwise. Meanwhile the Deputy Mayor for Transport ploughed bravely on, attending various conferences still preaching the gospel of transformation (i.e.pedestrianisation), seemingly in denial of any change of plan, never mind its total disappearance. A few weeks later she also stood down, in order to “spend more time with my husband and family”.
The Mayor clearly needed to be reminded that something had changed and he finally was when the Council confirmed that they “had taken pedestrianisation off the books for good” whilst expressing a desire to continue to work with the Mayor. This appeared to come like a bolt from the blue to Sadiq Khan who had obviously been too preoccupied with other matters to have followed the unfolding events over the previous 6 months.
It cannot be said that the scuppering of his flagship project through the very strong democratic mandate displayed in the recent election and consultations was received with good grace. The Mayor’s response was that this was a “betrayal” and he would not be “walking away” from Oxford Street- and indeed he would not now have to do so, as he will still be able to take a bus.
Whether the Mayor, after a period of reflection, decides to read some of the many consultation responses and acquaint himself with the vast number of reasoned objections to this ill-advised scheme, remains to be seen. Hopefully this will be the case and he can then proceed with Westminster Council and others to jointly develop new proposals that will improve Oxford Street without compromising access and damaging the surrounding areas.
Oxford Street Pedestrianisation "off the table for good"
Welcome news on the Future of Oxford Street from Nickie Aiken. The Marylebone Association continues to work to improve Oxford Street through supporting Better Oxford Street.
Oxford Street Consultation Reveals Strong Opposition from Residents and Businesses
If you read the Evening Standard, the first consultation on the idea of transforming Oxford Street showed "62% of residents and businesses said they support turning Oxford Street into a car-free zone" - NOT TRUE.
If you read the TfL/Westminster press release, 62% of "online respondents" supported the idea or gave some support, but with concerns - TRUE BUT:-
Look beneath the headlines and those respondents came from all over the country. The actual figures for local residents were 66% opposing or having concerns over the proposal, whilst 60% of businesses were totally opposed with a further 16% having concerns. An article by Linus Rees in Fitzrovia News gives a full breakdown of the results: https://news.fitzrovia.org.uk/2017/10/11/most-local-residents-oppose-or-have-concerns-about-oxford-street-plans/
The full consultation report can be read at: https://consultations.tfl.gov.uk/roads/oxford-street/?cid=oxford-street
The first consultation sought comments on a vague concept of "transforming" Oxford Street, with no actual scheme. Hot on its heels comes a second consultation to be launched on Monday 6 November. This was intended to propose a fully thought-out design. TfL said it “was clear that any scheme must address a range of transport, accessibility and congestion concerns raised by locals and others.” We shall see! We believe this project is being rushed through with undue haste and inadequate answers to the potential impact on residential areas. Responses to the second consultation will be vital to the future of Marylebone and our neighbours. We will issue a special newsletter next week when we have seen the published consultation.