Have your say on the transformation of Oxford Street

Responses to issues raised July 2018

[Type text] This report lists every issue raised during the consultation, together with our response.

In order to assist readers of this report to identify the issue(s) that they are most interested in, we have grouped the issues raised into themes, and have further grouped those themes into six broad categories. The table of contents below lists the categories and the themes which make up each of them.

The issues within each theme have been ordered according to the frequency they were raised by respondents, from the most to the least frequently raised.

Contents Impacts of the proposals ...... 3 Accessibility ...... 3 Air quality ...... 8 Other impacts of the scheme ...... 11 Businesses and the local economy ...... 16 Connectivity ...... 21 Noise ...... 22 Personal safety & security ...... 25 Road safety ...... 25 Tourism ...... 28 Traffic congestion ...... 28 Urban wildlife ...... 35 Walking & pedestrian experience ...... 35 Traffic management changes ...... 39 Traffic management and restrictions ...... 39 Wigmore Street ...... 74 Transport issues ...... 80 Buses ...... 80 Cycling ...... 85 Motorcycles ...... 91 Public transport ...... 91 Taxis & Private Hire ...... 92 Underground ...... 96 Walking and pedestrian experience ...... 98 Design issues ...... 99 Design ...... 99

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Emergency access ...... 113 Maintenance ...... 115 Parking ...... 115 Retail offer ...... 116 In-principle views ...... 119 Costs and funding ...... 119 Modes permitted ...... 120 Scope of proposals ...... 126 Principles of the scheme ...... 133 Other issues ...... 134 Comments about the consultation ...... 134 General comments ...... 140 Out of scope ...... 150

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Impacts of the proposals

Theme Issues raised Our response

Concern regarding loss of Our proposals would have involved making a number of changes to the access and connectivity by bus bus network in the local area. While some bus routes would no longer (journey time, cost, interchange travel east-west through the Oxford Street district, two routes would have convenience etc.) continued to serve this corridor using Wigmore Street and Henrietta Concern regarding insufficient Place. We were reviewing bus stopping arrangements to make provision of public transport interchange as convenient as possible, bringing buses closer in to the alternatives following the traffic free section of Oxford Street, while the new Bus Hopper fare would pedestrianisation have ensured passengers were charged correctly for their journey. Concern about access for older Our proposals would have delivered a number of benefits to disabled and people and those less able to encumbered people, including a significant reduction in pedestrian walk longer distances or take crowding, new controlled pedestrian crossings in the wider area, the underground improved way-finding and seating and the creation of a new high quality Accessibility Concern about access for urban realm. We were also investigating the feasibility of providing an disabled people to Oxford Street additional mobility service to help mitigate the impact of this change. Concern regarding access for encumbered people (e.g. shopping, push chairs, luggage) Under our proposals, taxis would have been prohibited from travelling along Oxford Street for part or all of the day. Taxi ranks would have been provided as close as possible to Oxford Street in visible locations Concern regarding loss of and we were working closely with the taxi trade to ensure there would be access by taxi sufficient ranking space. Under our proposals, cyclists would have been prohibited from travelling Concern about access for on Oxford Street and we would have delivered high quality alternative disabled cyclists routes in the local area and cycle parking facilities close to Oxford Street.

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Theme Issues raised Our response

We did not propose to introduce designated drop-off locations for disabled access. Whilst some people may require dropping off near Oxford Street, the nearby loading bays (which would have been accessible) and yellow Suggest drop-off spaces for lines would have been suitable for this purpose. Additional disabled disabled access parking bays had been found within the vicinity Concern for loss of access to Under our proposals, access to nearby car parks would have been the car parks near Oxford Street retained both during and after any construction works. (e.g. Phoenix building, Q-Park) Under our proposals, cars would have been prohibited from Oxford Street at all times. Some north-south roads would have remained open to general traffic and we intended that parking and loading bays would be located so as to be as convenient as possible. We were also working to ensure that resident and disabled parking is protected. Cars are currently Concern about loss of access excluded from Oxford St between 7am and 7pm, and there would have for car users (general) been no loss of access to the surrounding areas. Private hire vehicles are not currently permitted to travel along Oxford Street between 7am and 7pm. Under our proposals, private hire vehicles (PHVs) would have been prohibited from travelling along Oxford Street at Concern regarding loss of all times. PHVs would instead have been permitted to drop off at nearby access by private hire vehicles locations to Oxford Street. As part of the feasibility work into an additional mobility service, we were investigating how many vehicles would be required and what level of Concern regarding the quality service frequency could be provided. Our aspiration was for a high and frequency of the proposed quality service which would have improved accessibility and could have mobility bus service been used by all. Although we proposed that access to Oxford Street West would have Concern about loss of access been limited we did not propose that access for coaches should for coaches (particularly at necessarily be restricted more widely. We had not yet developed any Marble Arch) proposals for the transformation of the section of Oxford Street from

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Theme Issues raised Our response

Orchard Street to Marble Arch. The Mayor’s Transport Strategy has indicated that a broader Coach Strategy will be developed with TfL and affected boroughs. Noted. We were investigating the feasibility of providing an additional Support the proposed mobility mobility service and had been investigating potential routes, stopping bus service locations and the type and number of vehicles that would be needed. Our proposals would have delivered a number of benefits to disabled people, including a significant reduction in pedestrian crowding, new Support scheme as it will benefit controlled pedestrian crossings, improved way-finding and seating and disabled users the creation of a new high quality urban realm. We have considered this issue against the other vital demands on kerbside space, such as for taxi ranks and loading facilities.

Four additional disabled bays had been added to the proposals following consultation. In addition, the distribution of disabled bays had been reassessed to enhance the coverage so that users would always be within approximately 100m of a disabled bay. The Experimental Traffic Concern over the loss of access Regulation Order and monitoring strategy would have allowed this to be to disabled parking reviewed and altered should any issues have arisen. Concern about loss of access to Planned access to premises would have been possible for construction buildings and shops for utility and maintenance by arrangement with WCC. companies Suggest implementation of We are committed to improving the experience of everyone who uses Cities Unlocked scheme to aid Oxford Street. We had not previously considered introducing a Cities visually impaired navigation of Unlocked service as part of our proposals, but would have investigated Oxford Street this further. Suggest introducing a cycling The introduction of a new blue badge scheme for cyclists is not currently 'blue badge' trial scheme being considered as part of the Oxford Street proposals. Queries regarding access to During construction works, we would have worked with local residents

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Theme Issues raised Our response

Oxford Street premises for and businesses to ensure that access to premises was retained as far as building improvement works possible. Should we have needed to restrict access for any reason, we would always have discussed this with the occupiers well in advance of works and taken measures to minimise any disruption. Our contractors would also have had a public liaison officer on site at all times to respond to any concerns or complaints. We were considering a range of operational models for this mobility service, which included the possibility of permitting everyone to use the service. We were working to ensure that the service remained available for the people who needed to use it most and were investigating the potential to implement a priority system to assist with this. At the same Suggest the mobility service time, we would have needed to ensure that people were not excluded along the street is open to all from the service unnecessarily and that any new service would not run empty along the street. The proposals included more taxi rank locations and increased the length of the existing taxi ranks on the side streets adjacent to Oxford Street. Where these ranks are on the offside of the carriageway, provisions Suggest introducing safe areas would be made on the nearside so that taxis could proceed to the other for people with access needs to side of the road and pick up passengers requiring ramp access from there be picked up/dropped off by instead. taxis and private hire vehicles (e.g. vehicles with entry ramps) In addition to the taxi ranks, passengers would be able to hail and be dropped off by taxis on these side roads as normal. Confirmation required regarding Any application for an event of this type and nature would need to the possibility for the Regent formally apply to the council's Special Events Team. The application form Hall Salvation Army band to is available on Westminster City Council's website. march along Oxford Street

Suggest measures to improve Access to buildings is a matter for the respective building owners.

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Theme Issues raised Our response

disabled access in general (e.g. Nonetheless, we were working closely with local landowners and retailers access to buildings etc.) to promote improved accessibility to amenities in the Oxford Street area.

Providing wheelchairs for hire does not currently form part of our proposals, though we are working closely with local businesses to Suggest providing wheelchairs promote measures to improve accessibility in the local area. As part of for hire to enhance access for our work, we were investigating the feasibility of providing an additional people with limited mobility mobility service in the Oxford Street district.

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Theme Issues raised Our response

Our proposals would mean that traffic patterns in the area change, which in turn could bring localised environmental changes. To provide a detailed understanding of the changes in road traffic-related air quality in the area, we commissioned independent consultants to carry out an impact assessment of the scheme proposals on air quality across the area. The assessment considered the change in concentration of key air pollutants NO2, particulate matter PM2.5 and PM10, and emissions CO2) at over 70 selected sensitive receptor locations such as houses, schools, community buildings and hospitals.

The air quality modelling has shown that thanks to the Ultra-Low Emission Zone (ULEZ) being introduced by TfL in April 2019, all the sites we were looking at would have better air quality than currently. The Oxford Street proposals would introduce further changes with additional benefits in air Air quality quality at the majority of sites modelled. There would have been some sites that would have experienced some negative impacts on air quality but due to wider improvements brought forward through the ULEZ and other local interventions, the NO2 concentrations would still be lower than the current situation. The table below shows the level of change in annual mean NO2 at the modelled sites with Oxford Street proposals in place.

In regards to other pollutants, the change in PM10 and PM2.5 concentrations due to the scheme is small at all selected locations. And the total traffic related annual CO2 emissions from all modelled results are predicted to be lower by three per cent in the future situation with the Oxford Street west proposals.

Concern about air quality Level of change in annual mean concentration of NO2 with the Oxford impacts on surrounding areas Street West proposals, over and above changes from the Ultra Low

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Theme Issues raised Our response

Emission Zone Level of change Number of sites Large beneficial change 7 Medium beneficial change 6 Low to very low beneficial change 28 Imperceptible change 8 Low to very low adverse change 27 Medium adverse change 2 Large adverse change 0

We recognise that air quality in the Oxford Street area is a serious and pressing issue. Air pollution limits are regularly exceeded, despite improvements in the number of low-emission buses and taxis operating in London and efforts by businesses to consolidate or re-time deliveries to Concern about existing air reduce their impact. quality situation Our air quality modelling has shown that thanks to the Ultra-Low Emission Zone (ULEZ) being introduced by TfL in April 2019, all the sites we were looking at would have better air quality than currently. The Oxford Street proposals would introduce further changes with additional benefits in air quality at the majority of sites modelled. There would have been some sites that have some negative impacts on air quality but due to wider improvements brought forward through the ULEZ and other local Concern that the proposed interventions, the NO2 concentrations would still have been lower than the scheme will not address air current situation. See the table on the previous page for modelled quality issues / make it worse impacts.

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Theme Issues raised Our response

With the Oxford Street scheme in place on average across all selected locations, there was a predicted reduction of 1 μg/m3 in annual average NO2 concentrations. On Oxford Street itself there was a predicted 3 reduction of 8.6 μg/m in annual average NO2 concentrations. We agree. Independent consultants were commissioned to undertake extensive air quality and noise modelling across the wider Oxford Street district. The assessment considered the change in concentration of key air pollutants at over 70 selected sensitive receptor locations such as houses, schools and hospitals

The modelling showed that across 78 selected locations, there were more significant beneficial air quality impacts than negative impacts. On average across all locations, a slight reduction in NO2 concentration was expected (1 µg/m3).

In regards to other pollutants, the change in PM10 and PM2.5 concentrations due to the scheme was small at all selected locations and the total traffic related annual CO2 emissions from all modelled results Suggest scheme will improve air were predicted to be lower by 3 per cent in the future situation with the quality Oxford Street proposals. Our air quality modelling assessment considered the change in concentration of NO2 at 12 schools and colleges throughout the Oxford Street District. Results showed that of the 12 receptor locations, four sites experienced a low to very low adverse change, two sites an imperceptible change and six sites experienced a low to very low beneficial change. All sites showed a predicted reduction in annual Concern over increased average NO2 concentrations when compared to the current situation. pollution at nearby schools

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Theme Issues raised Our response

A comprehensive air quality and noise monitoring programme was proposed for the Oxford Street West district. If there were locations that experienced a considerable increase in air pollution or noise levels as a result of the scheme then mitigation measures would have implemented.

Westminster City Council has an active campaign to make drivers aware Concern about engine idling in of the impact of idling on air quality. The campaign has been successful at the area raising awareness and would have continued. We have been undertaking air quality monitoring at 100 locations across Suggest air quality monitoring Oxford Street and throughout the surrounding area. This has given us the following the implementation of most accurate picture we have ever had of air quality in the West End. the scheme Suggest banning and enforcing There is no legal or legislative framework to allow this to happen. 'no smoking' on Oxford Street to improve air quality Our Air Quality Assessment considered the change in concentration of key air pollutants at over 70 selected sensitive receptor locations such as houses, schools and hospitals. The modelling showed that across 78 selected locations, there were more beneficial air quality impacts than negative impacts. On average across all locations, a slight reduction in Concern scheme will lead to NO2 concentration was expected (1 µg/m3) and the change in particulate dirty buildings as a result of concentrations was small at all selected locations. It was therefore not pollution anticipated that air quality changes from the scheme would have a negative impact on building appearance. Concern that there will be a We do not believe that the transformation of Oxford Street West would Other impacts of general negative impact on the have led to a general negative impact on the surrounding area. We know the scheme surrounding area for example that across 78 selected locations, there would have been Concern at the impact on more significant beneficial air quality impacts than negative impacts. Our surrounding areas (general) traffic modelling showed that our proposals would not increase traffic

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Theme Issues raised Our response

congestion in surrounding areas, and the majority of road trips would be unaffected. We believe that our scheme would enhance the character of the Oxford Street district, and address the issues of crowding, poor air quality, Concern that the scheme will congestion and poor road safety which currently blight it. Our public realm negatively affect the character design had taken into account the existing character of the street, specific of the street buildings and other important local landmarks. Two east-west bus routes would have been provided on Wigmore Street/Henrietta Place which is a short walk from Oxford Street. In addition, the Elizabeth line will open in December 2018 providing further east - west connections and stations with step-free access from the train to the platform. We were also considering the introduction of a new mobility scheme in the area to further enhance the accessibility of the Concern over loss of east-west area. travel options Our proposals would have made a number of changes to the bus network in the local area. Whilst some bus routes would no longer have travelled east-west through the Oxford Street district, two routes would continue to serve this corridor using Wigmore Street and Henrietta Place. Taxi ranks would be provided as close as possible to Oxford Street in visible locations and we are working closely with the taxi trade to ensure sufficient ranking space. The proposals cover an 800m stretch of Oxford Street and buses would still be present in other adjacent parts of Oxford Street and Regent Street. Whilst we appreciate that the iconic nature of London’s buses and taxis form one aspect of the attraction for tourists, we Concern about the impact of do not feel that removing buses and taxis would detract from the success removing iconic double decker of Oxford Street, but rather make the street a new iconic space for buses and taxis from a tourist London. Buses and taxis would still form an integral part of London’s attraction transport network and could continue be enjoyed by tourist outside of the

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Theme Issues raised Our response

800m length of a transformed Oxford Street Suggest scheme will have Air pollution is one of the most significant challenges facing London. The beneficial impact on people's equivalent of around 9,400 deaths per year in London are attributed to air health quality related illnesses. A key objective for the transformation of Oxford Street and the surrounding area was to improve the environment, to address poor air quality and deliver improved neighbourhoods for residents. Our proposals aimed to reduce emission levels to help bring about improvements in health for Londoners. The wider introduction of new pedestrian and cycling improvements was also designed to encourage the growth in cycling and walking, with the direct health Suggest scheme will have benefits that this can bring. The proposals were also assessed as making detrimental impact on people's significant road safety savings to the area, in particular reducing the high health level of casualties annually on Oxford Street West itself. In addition to improving air quality and reducing the noise impacts of motor traffic, the scheme would promote general wellbeing by allowing Concern that the scheme has a people to move more freely around the area by walking and cycling , negative impact on residents' making it easier for people to stop and rest and reducing the fear of road quality of life danger. The scheme would not have increased the cost of public transport. Many passengers already use Travelcards. For those that currently pay per trip - the new TfL Hopper fare, introduced in January 2018, gives bus passengers who make a journey using pay as you go unlimited bus journeys for free within one hour of first touching in. It also allows passengers to make unlimited bus journeys even if they travel on tube or Concern scheme will increase rail services in between 'hops'. the cost of public transport Concern scheme will impact Investment in this scheme was focused on addressing a wide range of property values in the area issues and ensuring that the Oxford Street district can compete with its Concern about the impact to global competitors while being a new iconic place for all who visit, live and

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Theme Issues raised Our response

property prices on the work in London. The scheme has not been developed to increase rental surrounding areas or property values across the district, since property and rental values in London are determined by a wide range of market factors, the majority of which are not related to changes to the localised transport network.

Our detailed traffic modelling indicated that the proposals would not result in significant levels of traffic diverting on nearby streets containing historic buildings. Since the majority of traffic is already prohibited from using Oxford Street during the busiest times of day, any newly diverted traffic under our plans would consist of primarily of buses and taxis. The buses serving Wigmore Street and Henrietta Place would have been Euro VI standard hybrid, with an increasing clean specification over time, considerably reducing noise, pollution and air quality, whilst we instruct all of our bus drivers to turn off their engines when resting at bus stands. In addition, we are working to ensure that taxis become cleaner and quieter. We are only granting new taxi licenses to electric vehicles and are Concern about the negative working to reduce the emissions caused by the existing, legacy taxi fleet. impact of diverted traffic on Our air quality modelling has also shown that the proposals would lead to historic buildings (e.g. pollution an overall improvement in concentration of key air pollutants on adjacent and vibrations) roads within the local area. The Elizabeth line will bring an extra 1.5 million people to within 45 minutes of Bond Street station. The scheme would improve the amount Concern that the scheme will and quality of space for pedestrians, 95 percent of whom arrive by public create loss of revenue for TfL transport. Concern that the withdrawal of To retain continuous links for passengers two bus routes (the 139 and bus services from Oxford Street 390) would run east-west across the district, however rather than using and closure to cyclists would Oxford Street West, they would have run on Wigmore Street and negatively impact people on low Henrietta Place. incomes

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Theme Issues raised Our response

The remaining routes that currently use Oxford Street West would be curtailed early to stop at either Marble Arch or Oxford Circus. For people wishing to access Oxford Street West directly, the changes would mean that they would have to walk a short additional distance to and from their bus. Those people who travel beyond Oxford Street West may have needed to change buses to complete their journey, depending on where they were travelling to and from.

The recent introduction of the new unlimited one-hour Hopper fare will allow pay-as-you-go passengers who have to change bus as a result of the proposals to be able to make unlimited journeys for free within one hour of touching in on the first bus.

We proposed to ban cycling along Oxford Street West based upon a number of considerations, including road safety, pedestrian comfort and the views of a wide range of stakeholders. Pedestrian flows on Oxford Street are amongst the highest in the UK and are forecast to increase following the opening of the Elizabeth line later this year. We believe that permitting cycling would have a detrimental effect upon pedestrian comfort levels and it would also not provide a suitable environment for cyclists looking to travel through the area.

We have considered the full impact that these changes would have upon cycling in the local area and, as a result, we were developing proposals to introduce a network of high quality alternative cycling routes, that would link to the current and future cycling network, as well as good cycle parking facilities. This would improve cycle access through the west end and contribute to improved road safety. These will now be the subject of discussion with Westminster to see what proposals they would want to

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Theme Issues raised Our response

support to consultation. Private hire vehicles are not currently permitted to travel along Oxford Street between 7am, and 7pm. Under our proposals, private hire vehicles (PHVs) would be prohibited from travelling along Oxford Street at all Concern that proposals will times. Our scheme would ensure that PHVs are able to drop off at increase user charges for nearby locations to Oxford Street, and that access in and out of the Private Hire Vehicles surrounding areas remains open. The transformation of the Oxford Street district would have addressed a Businesses and wide range of issues that currently threaten the long term success of the the local area. It would have improved the attractiveness of the area for people, economy workers, residents, businesses and investors. The scheme would have had a positive long term impact on businesses in and around the Oxford Street district and we would have continued to work closely with the private sector, the Business Improvement Districts and business groups to ensure that concerns and opportunities could have been considered as part of the scheme planning phases. The detailed delivery programme would have been developed by WCC and TfL in conjunction with the area's BIDS and businesses to ensure that short term disruption is minimised and sensitively planned. Small and large businesses would have stood to benefit from investment in the area due to significant Concern that scheme will have improvements in the public realm and the attractiveness of the area. WCC a negative impact on will now be responsible for considering this delivery programme in their businesses future proposals. Significant work was undertaken as part of scheme development to understand the delivery requirements for the area. A kerbside plan was developed which significantly improves the provision of loading bays to Concern about the impact to address current and future areas of high demand. All provision for the businesses due to delivery kerbside would have been implemented under an Experimental Traffic restrictions Order and we would have undertaken monitoring so that provision could

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Theme Issues raised Our response

be altered if required. Where the proposed scheme suggests the removal of traffic for some or part of the day there would have been a change to current delivery patterns, however analysis shows this impact is minimal. Currently the level of deliveries on Oxford Street West is very small (75 during the day and 63 at night). Engagement with business along the street has been undertaken to understand requirements and the vast majority could have been accommodated on the side streets with minimal impact. Following consultation responses we continued to review options for overnight access to the street and hours of operation. Concern that the scheme will Our proposals were aimed at significantly enhancing the urban negatively affect commuters to environment in the Oxford Street district, encouraging the development of the area and/or businesses as a a lively public space in the heart of London’s West End. While the result primary objectives of the scheme revolve around improving pedestrian Suggest scheme is likely to be crowding levels, road safety and the overall experience of the area, we positive for businesses due to were working closely with local business to help create an environment in increased visits, tourism and/or which a wide range of businesses and retailers can thrive. shopping We were working to develop a freight strategy for the area which covered delivery, servicing and waste collection with the aim to reduce freight movements across the whole area as well as addressing key areas or Suggest developing a detailed sectors of significance across the district. This would be working with delivery, servicing and waste businesses and business organisations to deliver positive change. This collection strategy will now be for WCC to develop as part of their proposals. Cycling is certainly beneficial, and for a number of reasons. We would Suggest allowing cycling would have committed to delivering cycling routes in the district and improving be beneficial for business in the connections to existing cycling routes. area Suggest consolidation of We were working with businesses and the Business Improvement deliveries/shared servicing for Districts developing a freight strategy for the area which would have

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Theme Issues raised Our response

Oxford Street covered delivery, servicing and waste collection with the aim to reduce freight movements across the whole area as well as addressing key areas or sectors of significance across the district. This will now be for WCC to develop as part of their proposals. Westminster control street trading and this will be a matter for them. A Street Trading Masterplan and associated criteria was in development. Suggest management of street Engagement with stakeholders on the draft masterplan was being vendors/traders planned for this later in the year. The transformation of the Oxford Street district would have addressed a wide range of issues that currently threaten the long term success of the area. It would have improved the attractiveness of the area for people, workers, residents, businesses and investors. The scheme would have had a positive long term impact on businesses in and around the Oxford Street district and we would have continued to work closely with the private sector, the Business Improvement Districts and business groups to ensure that concerns and opportunities could have been considered as part of the scheme planning phases. The detailed delivery programme would have been developed by WCC and TfL in conjunction with the area's BIDS and businesses to ensure that short term disruption is minimised and sensitively planned. Small and large businesses stand to benefit from investment in the area due to significant improvements in the Concern that scheme will have public realm and the attractiveness of the area. WCC will now be a negative impact on small responsible for considering this delivery programme in their future businesses proposals. A kerbside plan for the district was being developed by Westminster as the highway authority. The two types of kerbside where there is increased provision were taxi bays and loading. There are currently only 9 loading Concern about loss of space for bays across the area and we were recommending this increased to loading approximately 120 bays. This provides dedicated kerbside for loading

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Theme Issues raised Our response

(rather than just general use) to accommodate current and future demand. Of note there is currently very little legal loading available on Oxford Street itself. This will now be for Westminster to consider. Investment in this scheme focused on addressing a wide range of issues and ensuring that the Oxford Street district can compete with its global competitors. The scheme has not been developed to increase rental and Concern about potential rent property values across the district. Property and rental values will be increases due to the scheme determined by the market and will be based upon a wide range of factors. The accessibility of the Oxford Street area will improve with the opening of the Elizabeth line in December 2018 and good connections by bus will be maintained. Surveys have shown that people are currently deterred from visiting the area due to the pedestrian crowding. The scheme would Concern the scheme will deter have provided significantly more space for pedestrians and a significantly people from travelling to the more pleasant public space. area An interim business case had been developed in discussions about potential sources of funding from other parties, which includes an Suggest an economic impact economic impact assessment of the scheme. This considered the impact study on the effects of of the scheme on a range of factors including transport metrics, businesses in the West End accessibility, air quality, safety levels, businesses and tourism. Significant work has been undertaken as part of scheme development to understand the delivery requirements for the area, and update kerbside provision for deliveries to be fit for the future. A freight strategy was being developed with the aim to reduce freight movements across the whole area. The only areas where a change in delivery arrangements was proposed would have been along Oxford Street West itself. Detailed analysis of this requirement has been undertaken. The current level of Suggest delivery arrangements deliveries on Oxford Street is very small (75 during the day and 63 at should remain the same night). Engagement with business along the street has been undertaken

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Theme Issues raised Our response

to understand requirements and the vast majority can be accommodated on the side streets with minimal impact. Work was continuing to review options for overnight access to the street and its hours of operation. Street trading is a matter for Westminster. All options regarding the street Suggest allowing street traders trading offer were planned to be discussed with key stakeholders in 2018. to be sponsored by high-profile The City Council's Planning policy has clear policies on advertising and brands licensing policy states the licence must be operated by the licence holder. A comprehensive Management Plan was being developed for the area by Westminster which would have included measures to ensure compliance Concern that the Quieter with any new parking and noise restrictions. WCC are responsible for the Deliveries Code is ineffective Management Plan for any future proposals.

This is a matter for Westminster. No permission from Westminster City Council is required for events taking place within buildings. However, Concern about unsupervised where there are issues relating to events within buildings that are likely to events at Oxford Street shops have an impact outside the building (i.e. queuing), it is the responsibility of that spill onto side streets, the event company to liaise with the council and if required submit a causing disruption formal application to the council's Special Events Team.

Suggest that Westminster City It is the responsibility of Westminster City Council to promote an Evening Council should consider and Night Time Economy offer that is diverse, inclusive and accessible for licensing and policy to support all. the growth and diversification of the Evening and Night Time Economy (ENTE) in the area

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Theme Issues raised Our response

In fact, in combination with the opening of the Elizabeth line the Connectivity accessibility of central London by public transport will increase in future. Concern that the scheme will Following consultation feedback we were continuing to review the negatively impact on London interchange arrangements between bus routes to improve them. wide connectivity Detailed modelling had been carried out which did show some small increases in some journeys for traffic, and some bus routes, but equally showed reductions in journey times for other buses and general traffic Concern about increased travel journeys. Overall this strongly suggested that the levels of congestion and times for all traffic including delay would have changed in only a small way, and would have included buses (general) improvements too. Suggest street furniture should We agree and had developed our proposals to ensure this would not be not impede pedestrian routes the case. This is also in line with Westminster’s streetscape guidance

Suggest that Bird Street is designed as an "oasis space" We were exploring the feasibility of this. Suggest that Lumley Street should be included in Lumley Street was included within our proposals for the transformation of transformation plans the Oxford street district. Suggest the Oxford Street transformation includes We were exploring the feasibility of this, and requirements for accessibility consistent, high quality provision for visually impaired people had been built into the physical design of the for visually impaired people project. Suggest consulting with representatives of visually impaired people when designing street furniture Agreed. We had appointed and been working with independent inclusivity Suggest consulting with consultants to advise us. The output of that work remains for representatives of visually Westminster reference in developing other proposals.

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Theme Issues raised Our response

impaired people when planning public art Concern that street art on pavements could be confusing The artist's brief would have required the consideration of all users' for visually impaired people needs, including the visually impaired. Suggest that Oxford Street transformation is used as an opportunity to test new technologies to increase accessibility and wayfinding (e.g. wayfinder beacons) We were exploring the feasibility of this. Concern the scheme will To provide a detailed understanding of the changes in road traffic noise in Noise increase traffic noise on the area, we commissioned independent consultants to carry out an surrounding areas impact assessment of the scheme proposals on road traffic noise across the area. The assessment considered the change in road traffic noise at over 70 selected sensitive receptor locations such as houses, schools, community buildings and hospitals.

Among the 78 modelled receptors there were 22 locations which experience a reduction in noise, 13 that see a small increase and the remaining locations experience no or an imperceptible change.

Level of change in road traffic noise between the future situation with and without the Oxford Street proposal Level of change Number of sites Concern about increased Large beneficial change 7 general traffic noise at night Medium beneficial change 3

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Theme Issues raised Our response

Low to very low beneficial change 12 Imperceptible change 42 Low to very low adverse change 13 Medium adverse change 0 Large adverse change 0

Night-time road traffic noise calculations were performed for two locations along Wigmore Street (1. between Portman Square and Duke Street, 2. Outside Wigmore Hall) to identify potential noise effects due to rerouting of night buses on Wigmore Street. Results indicated a negligible increase in road traffic noise at the first location, between Portman Square and Duke Street, and a negligible decrease in road traffic noise at the second location, outside Wigmore Hall.

We are committed to reduce the number of Londoners exposed to excessive noise level from road transport in London.

A key objective of the transformation of Oxford Street and the surrounding area was to reduce traffic volumes and create a more pedestrian-friendly environment, reducing the impact from vehicle traffic

Reducing the noise impacts of motor traffic can directly benefit health, improve the ambience of street environments and encourage active travel Concern over the current level and human interaction. of noise The project’s freight delivery plan did not promote overnight deliveries in Concern about the noise impact residential areas, it proposed to minimise freight trips where possible and of over night deliveries ensure the remaining trips were managed effectively, making best use of

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Theme Issues raised Our response

available space and work with businesses to ensure they were able to operate. We agree. Our noise modelling shows that there would have been a Support scheme as it will reduce reduction in road traffic noise at the majority of modelled sites as a result noise levels of the scheme. At present, pedicabs are unregulated within London. We have developed two strands of work to address various issues associated with the pedicab industry, including blocking highways, creating noise nuisance, harassing customers and causing serious risk to visitors and workers through dangerous riding.

Firstly, we have been seeking to support the introduction of a regulatory regime for pedicabs and we hope that all political parties will commit to bringing forward pedicab legislation in the next Parliament.

The second strand of work has seen a partnership approach adopted and Concern about the level of noise many multi-agency operations have taken place with City Inspectors, from pedicabs Police, TfL, Home Office Immigration and Noise Team officers working together to target rider’s anti-social behaviour. Concern about noise from street This is a matter for Westminster. Any noise from street performers should performers be reported to Westminster City Council’s Noise Team. Appropriate action would be taken if the noise is deemed to fall outside acceptable Ensure residents are not noise levels. As part of any Activation Strategy for the District, disturbed by noise from amplification would only have been permitted in exceptional performances or sound systems circumstances. on Oxford Street

Suggest that This is a matter for Westminster. As part of their Activation Strategy and performers/promotional teams Management Plan for the District, there would have been designated

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Theme Issues raised Our response

should be prohibited from loading and unloading points close to any designated performance zones. unloading, performing or rehearsing in side streets

Concern about increase in We would have worked closely with the Metropolitan Police Service to Personal safety & crime, anti-social behaviour and ensure that Oxford Street remained a safe place to visit at all times of day security security issues following and night. pedestrianisation Suggest introducing more police in the area Concern at lack of safety during the night Concern over current levels of crime and anti-social behaviour in the area

Road safety Concern the scheme does not To ensure any cycling proposals were up to the standard now expected in sufficiently address safety London, they were not included in the Oxford Street West consultation to concerns on surrounding streets allow sufficient time for design & modelling. A subsequent consultation (e.g. pushing cyclists on already was proposed for later in 2018. busy streets) We had committed to delivering cycling routes in the district and improve connections to existing cycling routes, this included proposals for a high quality segregated east-west cycle route to the north of Oxford Street and a number of signed quieter routes to get cyclists as close to Oxford Street Concern about existing road as possible and to tie into the future surrounding cycle network. safety issues caused by careless pedestrians or cyclists The measures proposed for walking – including up to 25 new pedestrian not respecting the highway code crossings – would have assisted with road safety concerns.

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Theme Issues raised Our response

Support scheme as it will We noted these comments. improve road safety We agree that the street has an unacceptably high collision rate, with Oxford Street West alone seeing an average of 51 casualties a year, including 1 fatality per year (numbers from 2014-2016).

The road safety record across the area has been analysed in detail to ensure local issues are addressed. This data was fed into our design and Concern about existing road led to a number of proposals for new pedestrian crossings and other road safety safety related improvements. We believe it would not be appropriate to permit cycling on Oxford Street West during the periods the street is closed to traffic, so that the potential Concern about the mix of for any conflict between pedestrians and cyclists would therefore have cyclists and pedestrians been minimised. Concern that pedestrian The proposals included significant improvement to pedestrian facilities in crossings in the surrounding the surrounding road network, including the recently implemented new area are dangerous (e.g. traffic signal-controlled pedestrian crossings on all arms of every junction Wigmore Street, Henrietta along Wigmore Street, with new "all-red" pedestrian stages. Place, Wimpole Street) Our scheme proposed to transform Oxford Street West into a world-class public place that delivers improvements that benefit people rather than traffic. The pedestrian experience was key, but consideration also needed to be given to other modes and maintaining access. The north - south vehicular crossing points did serve a purpose in maintaining access through the area to serve local shops, businesses and residents and Concern about safety at the allowing vehicles, such as taxis and servicing vehicles, close access to proposed north-south crossing Oxford Street. To address safety concerns the pedestrian crossings over points on Oxford Street the traffic routes would have been made as clear as possible to both

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Theme Issues raised Our response

pedestrians and the drivers of vehicles. Appropriate tactile, signals and other infrastructure would have been incorporated to ensure they were clear to pedestrians and safe and easy to use. Pedestrian and vehicle green times would have been set to best balance the needs of both traffic and pedestrians. Early assessment suggested that casualty numbers along this stretch would have been very significantly reduced. It is now for Westminster to develop alternative proposals.

A number of traffic calming measures were proposed on the surrounding streets. These included the widening of footways to narrow the carriageways tightening kerb radii to slow vehicles around corners, raised Suggest traffic calming table entry treatments at priority controlled side roads, converting one- measures on surrounding way streets to two-way, and permitted contraflow cycling on some one- streets way streets. TfL and boroughs offer a range of cycle training. Further details are at https://tfl.gov.uk/modes/cycling/cycling-in-london/cycle- skills?intcmp=2386

At present, pedicabs are unregulated within London. We have developed two strands of work to address various issues associated with the pedicab industry, including blocking highways, creating noise nuisance, harassing customers and causing serious risk to visitors and workers through dangerous riding.

Firstly, we have been seeking to support the introduction of a regulatory regime for pedicabs and we hope that all political parties will commit to Suggest addressing dangerous bringing forward pedicab legislation in the next Parliament. behaviour of cyclists (incl. delivery cyclists) and pedicabs The second strand of work has seen a partnership approach adopted and

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Theme Issues raised Our response

many multi-agency operations have taken place with City Inspectors, Police, TfL, Home Office Immigration and Noise Team officers working together to target rider’s anti-social behaviour. The impact of changing traffic movements in the surrounding streets area had been assessed and the impact on road safety was expected to be Concern that increased traffic in broadly neutral in the surrounding area and a positive reduction overall. the surrounding area would Road safety improvements such as new pedestrian crossing and wider increase the risk of collisions footways were proposed across the surrounding area. A number of road safety measures were proposed on the surrounding streets. These include improved pedestrian crossings and cycling facilities, widening of footways to narrow the carriageways tightening kerb Suggest measures to increase radii to slow vehicles around corners, raised table entry treatments at road safety on surrounding priority controlled side roads, converting one-way streets to two-way and roads e.g. speed bumps permitted contraflow cycling on some one-way streets. Suggest introducing stewards to This would be an issue for Westminster City Council to consider as they manage busy crossings develop new proposals for the district.

Concern that the scheme will The proposals would have significantly improved the location to a high Tourism have a negative impact on quality place, which was expected to be more attractive to tourists and tourism other visitors to the area. Suggest the scheme is likely to We noted these comments. encourage more tourism to London Concern that proposed scheme We carried out detailed traffic modelling of the proposals for Oxford Street Traffic will increase traffic congestion in Transformation and the wider Oxford Street District. This allows us to congestion surrounding areas predict what travel impact the proposed changes could have on road Concern regarding the impacts users and bus passengers. As part of the consultation we provided of the scheme on traffic modelling results in the form of traffic and bus journey times, as well as information on the potential traffic reassignment as a result of the

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Theme Issues raised Our response

scheme. We also provided a factsheet which explained our work to understand the traffic impacts of the proposals. This information can still be found on the TfL website and includes the impacts of the scheme on traffic in the surrounding areas. https://consultations.tfl.gov.uk/roads/oxford-street/#impacts on traffic and environment

In summary, the proposals for the transformation of Oxford Street and the surrounding district would mean changes to journey times for some trips; some positively, some negatively and others largely unaffected. The proposed closure of Oxford Street and rationalisation of north-south routes would have lead to traffic re-routing, modelling predicted that vehicles would take alternative routes, such as increases in flow on Regent Street, Vere Street and Park Lane. Journey times indicate that the Oxford Street Transformation proposals would not have increased traffic congestion in surrounding areas, with the majority of road trips unaffected. Concern that proposed scheme The existing traffic situation within Westminster is a reflection of will fail to address traffic numerous competing demands for a finite amount of road space. These congestion / make it worse demands come in the form of private vehicles, buses, taxis, freight and servicing vehicles, cyclists and pedestrians, and the growth in people and goods moving around the road network are an indication of a thriving city. London has a sophisticated traffic signal system that detects traffic in real- time and dynamically updates signal timings to minimise delay. In central London, the situation is complex because the priority of vehicles has to be balanced with the high numbers of people choosing to walk. The traffic signals also play an important role in minimising pedestrian congestion on Concern about existing traffic the pavement and giving pedestrians timely opportunities to cross the congestion situation road safely. The traffic signals are set up to manage these competing

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Theme Issues raised Our response

demands and ensure the most efficient use of the city’s finite road space, but with demand outstripping supply for road space, congestion cannot always be avoided.

TfL’s 24 hour control centre responds quickly to incidents and disruption on the road network, in order to get traffic moving again as quickly as possible, and live information on Twitter, the TfL website and through our partnerships with radio broadcasters and Sat Nav companies all helps to enable drivers to re-route or re-time their journeys in order to avoid disrupted and congested locations

The scheme itself would have assisted in managing demand through making walking and cycling more attractive, and had an associated Freight Plan that worked with businesses to rationalise freight demand in the area. Congestion can be influenced by a range of other factors, and some of this was outside the scope of the project, but the modelling suggests that the impact of the project itself would have been broadly positive for the Oxford Street district.. Support the proposed scheme We noted this support. as it will alleviate traffic congestion The neighbourhoods around Oxford St are part of the highway network, Suggest surrounding but could be looked at in terms of reducing through traffic, as other neighbourhoods become "low boroughs have done. The project introduced some changes that would traffic neighbourhoods" allowing have encouraged through traffic to remain on main roads. It would now be no through motor traffic for Westminster to bring forward any area changes. Concern over increased traffic In the surrounding areas the traffic flow changes were expected to be a and access problems at nearby combination of minor increases and minor decreases, but no changes schools were proposed that would have precluded access to schools. The broad

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Theme Issues raised Our response

proposals would have encouraged more walking and cycling to and from locations in the area, including schools. The design of the new traffic crossing points across Oxford Street had been considered in some detail. We have undertaken pedestrian modelling which indicated that the volumes of pedestrians would have been adequately served by proposed traffic signal timings, these timings aimed to ensure a balance between pedestrians and road traffic. It would have been necessary to provide both pedestrians and crossing traffic Concern that pedestrians will movements with the adequate amount of time, while minimising the not allow traffic to cross Oxford amount of time pedestrians and traffic had to wait. Minimising this waiting Street at appropriate locations time would encourage pedestrians to obey the traffic signals, allowing increasing congestion traffic to freely progress when it receives a green traffic signal. Concern about coach traffic Coach access to Oxford Street is currently limited and it is not believed displacement in the surrounding that coach traffic would have been displaced widely with scheme area (particularly at Marble implementation. Arch) The traffic modelling indicated that the overall capacity of the network remains adequate to the task without any significant impacts on congestion.

The road network is partly about moving all people (and goods) from one place to another, as well as its significant role as a primary provider of public space in central London, with all of the other benefits that this can bring if designed well, Oxford Street carries a very significant number of people on foot, and this is set to rise with the staged opening of the Elizabeth Line. It is only right to look at how space on this part of the Concern about the loss in road network is used, particularly when the large numbers of pedestrians are capacity and its impact on currently very crowded on the space provided. congestion across London

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Theme Issues raised Our response

It is difficult to see how adequate and well designed space can be provided for pedestrians without local traffic restrictions. But the proposals were careful in the overall design of the road network across the area and to preserve a good balance of space for different users. Transport for London and Westminster City Council were working together to ensure the coordinated delivery of schemes across central London, including major schemes such as the Baker Street Two-Way project. Through collaborative working all parties can work to ensure that the impact on residents, road users, bus passengers, pedestrians and cyclists is minimised where possible. London’s permit and Lane Rental schemes were put in place to alleviate the impact of roadworks and ensure that works are better coordinated and carried out in less time Concern about the impact of wherever possible. This duty is set out in the Traffic Management Act, road works in the area following and sits with both WCC and TfL as part of their responsibilities as Traffic the scheme implementation Managers on their respective road networks. We carried out detailed traffic modelling of the proposals for Oxford Street Transformation and the wider Oxford Street District. This allows us to predict what travel impact the proposed changes could have on road users and bus passengers.

We develop a “Base” representation of the network position before any interventions are implemented; in this case the Oxford Street District represents traffic volumes in 2015/2016. To understand the impacts in the future, we assess how London’s roads would operate in 2021; this is called our “Future Base”. This scenario considers population and Evaluate the impact of the employment growth, committed developments and other road transformation of Oxford Street improvements planned for implementation. These include in the context of other planned transformational projects such as Baker Street Two-Way and Tottenham schemes in central London Court Road Two-Way. We have also considered small schemes in the

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Theme Issues raised Our response

local area, including Hanover Square, Brook Street / Davies Street, New Bond Street and Vigo Street. This enables are to evaluate our proposals for the Oxford Street District in the context of other planned schemes in central London.

The Oxford Street Transformation scheme proposed to remove traffic from Oxford Street; to manage the impact of this traffic displacing on to other parts of the road network mitigation had been designed as part of the scheme. Mitigation measures included introducing improved pedestrian facilities in the Oxford Street district to ensure pedestrian safety in areas where traffic may displace, and working towards improved cycle infrastructure to encourage more sustainable modes of transport. The mitigation of displaced traffic also included the adjusting of traffic signal timings to ensure the optimum movement of traffic around the road network.

Additionally, over the last 12 months there has been a 40 per cent reduction in buses on Oxford Street and the surrounding roads. Under the proposals for the Oxford Street Transformation, we proposed that buses would be pulled back to station hubs such as Paddington or they would have terminated at either Marble Arch or Oxford Circus. Reducing the Suggest traffic displacement overall volume of buses in the Oxford Street area and the impact of buses should be addressed displaced from Oxford Street. This consultation focused on the Oxford Street West proposals however, the traffic modelling and analysis was carried out using a model scenario called the “future base” a representation of the road network in 2021. This Concern works on Tottenham traffic model includes central London schemes such as Baker Street Two- Court Road will worsen Way and Tottenham Court Road Two-Way. This scenario enables us to congestion understand the broader impact on the network of various proposals

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Theme Issues raised Our response

operating alongside one another. Through collaborative working all parties would have worked to ensure that the traffic impact was minimised where possible, it was in interests of all organisations that the operation of the network functions during construction and after construction for all users concerned. This consultation focused on the Oxford Street Transformation proposals. We were developing proposals for a high quality east-west cycle route to the north of Oxford Street, and would have designed and modelled them Concern that providing cycle for impacts assessment. This new cycle infrastructure would have infrastructure in the area will complemented the Oxford Street Transformation. cause further congestion This consultation focused on the Oxford Street West proposals however, the traffic modelling and analysis was carried out using a model scenario called the “future base” a representation of the road network in 2021. This traffic model includes central London schemes such as Baker Street Two- Way and Tottenham Court Road Two-Way. This scenario enables us to understand the broader impact on the network of various proposals operating alongside one another.

TfL, WCC and LBC were working together to ensure the coordinated delivery of schemes across central London. Through collaborative working all parties would have worked to ensure that the traffic impact Concern about the traffic impact was minimised where possible, it was in interests of all organisations that of making Gower Street one the operation of the network functions during construction and after way construction for all users concerned. Concern that implementing We would have delivered improvements to the Oxford Street district in Oxford Street West first will stages. Initially, our focus was on the section between Orchard Street and negatively affect pedestrian Oxford Circus. This approach could allow certain elements to be trialled experience on Oxford Street and, if necessary, changed.

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Theme Issues raised Our response

East Proposals for the Transformation of Oxford Street East would have followed on after the completion of Oxford Street West. When working in close proximity to existing trees, especially ones with the Urban wildlife potential for bird habitats, contractors would be required to ensure care is taken in compliance with British Standard 5837:2012 and an approved Construction Management Plan. It is unlikely that the scheme would negatively impact on urban wildlife, however if there are any urban wildlife and protected species found on site during construction, work would be stopped and a DEFRA licensed ecologist would be called in to mitigate any adverse impacts. If there are instances where artificial light is needed Concern that the scheme will during construction, it would be directional and focused with cowlings to negatively impact on urban minimise any light spill in the corridor habitat and surrounding wildlife environment. All existing trees would be retained. Opportunities for enhanced planting Suggest that urban wildlife is which would offer further habitat potential for urban wildlife would be introduced to the area explored, dependent upon additional spaces being found. We shared the concerns expressed by these respondents and it is for this Walking & reason that we developed proposals for the transformation of Oxford pedestrian Street. Oxford Street suffers periods of extreme crowding today. The experience scale of the forecast growth in population, jobs and trips would exacerbate this issue. The scheme would have provided a significant Concern about existing increase in the amount of space for pedestrians. It would have eased the pedestrian overcrowding crowding problems and reduced the conflict between pedestrians and situation vehicles. Support for scheme as it will Our scheme proposed to transform Oxford Street into a world-class public help alleviate pedestrian place that delivered improvements that benefit people rather than traffic. overcrowding A critical part of the scheme was a reduction of traffic volumes and Suggest that scheme will measures which improved the look and feel of the area and created a

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Theme Issues raised Our response

improve pedestrian experience more pedestrian-friendly environment. The pedestrian experience would therefore be key. This is a matter for Westminster. A dedicated Management Plan had Suggest regulating/managing been developed to provide more resources to tackle specific street street performances management issues where there is a legal framework or powers to do so. The number of trips on foot to Oxford Street West will increase irrespective of the transformation of Oxford Street. Doing nothing and Concern that the scheme will retaining the existing footway widths will certainly result in increasing exacerbate an already overcrowding and an increase in the risk of collisions. The transformation congested pedestrian of Oxford Street West would have meant that the whole width of the street environment would be available and the risk of overcrowding reduced. Our scheme seeks to transform Oxford Street into a world-class public place that delivers improvements that benefit people rather than traffic. A critical part of the scheme is a reduction of traffic volumes and measures which improve the look and feel of the area and creates a more pedestrian-friendly environment. The pedestrian experience will therefore be key, but consideration must be given to other modes and maintaining access. The north-south vehicular crossing points do serve a purpose in maintaining access through the area to serve local shops, businesses and residents and allowing evehicles, such as taxis and servicing vehicles, close access to Oxford Street mitigating some of the negative impacts of limiting vehicular access to Oxford Street. Owing to the volume of pedestrians using Oxford Street at certain times if they were given priority a likely result would be extensive traffic delays which would impact across Suggest increasing pedestrian the area and on pedestrians away from Oxford Street. Pedestrian and priority at crossings (e.g. 'green vehicle green times at the north - south crossing would be set to best man' time allocation) balance the needs of both traffic and pedestrians. Suggest more pedestrian links Improvements to pedestrian links were proposed along Harewood Place to nearby squares / wider area and Holles Street with wider footways and improved crossings to better

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Theme Issues raised Our response

connect Oxford Street West to Hanover Square and Cavendish Square. In addition, a new crossing would have been provided across Park Lane to improve the connection between Mayfair and Hyde Park. A connection to Grosvenor Square is being provided by other schemes such as the North Audley Street scheme and the Duke Street scheme recently completed. Grosvenor Square itself was outside of the scope of the Oxford Street project but a study is being considered by others. Pedestrian links to Manchester Square have been improved by the Duke Street scheme north of Oxford Street which is nearing completion. Our aim was to improve the area for all users, including shoppers who Suggest the scheme should would benefit from more space, more seating, better lighting, less clutter, focus on improving the shopping easier movement between shops, improved air quality and less vehicle experience noise. London's population and level of employment has grown significantly since the mid 1980's and is forecast to grow further. It is this growth Concern that the opening of the which has caused an increase in London’s population and therefore Elizabeth line will create further crowding. The Elizabeth line will help to meet this growth in demand to crowding travel, including to and from the Oxford St area. Even if the growth in pedestrian numbers due to the opening of the Suggest that Crossrail may not Elizabeth line is discounted, the existing pedestrian flows are very high add as many pedestrians to and create levels of crowding which are uncomfortable and potentially Oxford Street as expected hazardous, as pedestrians are forced into the carriageway. Concern that increase in The growth forecasts prepared for the assessment of the proposed pedestrian flow from Elizabeth scheme - which includes the growth of pedestrian flow - do include the line has not been considered impact of the opening of the Elizabeth line. Concern the scheme does not consider the new demand generated from Crossrail Concern about pedestrian Some areas of central London do suffer from crowding. London's

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Theme Issues raised Our response

congestion in central London population and employment has grown and is forecast to grow further. The long term strategy is to prioritise the movement of people over less efficient users of space such as cars.

The transformation of Oxford Street would provide a significant increase in the amount of space for pedestrians. It would ease the crowding problems and reduce the conflict between pedestrians and vehicles. Suggest better pedestrian Proposals for the transformation of Marble Arch would have formed part crossings connecting Marble of the future stages of the Oxford Street Transformation Arch and Hyde Park Our proposals would have closed the western arm of Oxford Circus, meaning pedestrians would be able to access all areas of the junction with a single road crossing. Suggest redesign of access to Oxford Circus station to address Changes to Oxford Circus station do not form part of the project scope overcrowding With the removal of traffic at busy times from Oxford Street West more space would be available for pedestrians, this would reduce pedestrian congestion and allow people to move more easily at their own pace. Experience elsewhere suggests that many pedestrians would still walk Concern about lack of options close to the building line, as they access shops and window shop, it is for fast walking pedestrians therefore anticipated that there would be less congestion in the middle of along Oxford Street the street and those wishing to move more quickly could walk in this area.

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Traffic management changes

Theme Issues raised Our response

This would have been monitored as part of the first stage of the Traffic transformation of Oxford Street, via an Experimental Traffic Order. We management and believe that most cyclists would have avoided using Oxford Street West, restrictions Concern about enforcement of especially during high footfall periods. We were developing proposals for 'cycling not permitted' on Oxford a new Walking and Cycling Strategy and would have held a consultation Street (cyclists likely to not on proposals for improvements to cycling in the surrounding district later comply) in 2018. A dedicated Management Plan was being developed to provide more Suggest better enforcement of resources to tackle specific traffic management issues throughout the existing restrictions (buses and area. It will now be WCC’s responsibility to produce this in line with their taxis only) proposals. The traffic management proposals in the surrounding network were intended to enable the closure of Oxford Street West to traffic while minimising the degree of adverse impact. Some of the more local measures on the cul-de-sac side roads were proposed to manage Concern / suggestion over servicing and to enable public realm improvements. Some specific proposed traffic management for changes have been requested to be reviewed as part of the consultation surrounding roads and resulting changes are indicated earlier in this report. A kerbside plan had been developed for the area and one of the areas where provision has been increased is in loading bays. There are currently only 9 loading bays across the area and we recommended that this increased to approximately 120 bays. This would have provided dedicated kerbside for loading (rather than just general use) to Suggest better enforcement of accommodate current and future demand. Some locations have been servicing and deliveries developed to address current no compliance issues. This provision would restrictions have been monitored and adjusted if required. This would have also been

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Theme Issues raised Our response

supported by a new Management Plan for the area which would cover parking enforcement and other operational matters. WCC are responsible for future kerbside and management plans. The provision of north-south traffic routes crossing Oxford Street has been reviewed as part of the scheme. These vehicular crossing points served a purpose in maintaining access through the area to serve local shops, businesses and residents and allowing vehicles, such as taxis and servicing vehicles, close access to Oxford Street mitigating some of the Suggest providing sufficient negative impacts of limiting vehicular access to Oxford Street. It is number of north-south crossing believed that sufficient north-south crossing routes had been provided points on Oxford Street within the scheme. Traffic calming measures on adjacent streets were proposed as part of the transformation of Oxford Street West. Further measures were being developed in the wider area as part of the Walking and Cycling Strategy, which would have been consulted on later in 2018. This would have helped to further reduce traffic speeds and create a safer, healthier and more pleasant environment.

This is now for Westminster to consider. City of Westminster is trialling 20mph speed limits in a number of areas over the next year (for details see www.westminster.gov.uk/20mph-trials). Following the outcome of Suggest 20mph limit on these trials, we understand that 20mph speed limits would have been surrounding streets considered for the surrounding streets in the Oxford Street West district. Suggest a traffic and parking This is a matter for Westminster. management strategy is put in place for areas just outside the The areas around Oxford Street West are already Controlled Parking pedestrian zone Zones, with all kerbside designated for particular uses. The area is Suggest better enforcement of already subject to historic traffic management (e.g. one way working, parking restrictions in the some restricted turns) and there were new traffic management measures

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Theme Issues raised Our response

surrounding area proposed by this project. Concern about loss of parking spaces on surrounding streets Westminster City Council’s Parking Regulations are enforced by their (e.g. removal of bays to parking team. We understand that a specific deployment plan would have accommodate buses etc.) been put in place for areas just outside the pedestrian zone to ensure high levels of compliance.

The Mayor’s Transport Strategy describes how the future of central London must involve a steady reduction in private car use. Walking, cycling and public transport use must continue to increase and deliveries must be consolidated, rescheduled and switched to more efficient and sustainable vehicles. All of these changes will reduce the congestion that inefficient travel causes, freeing up space for freight trips and more reliable bus journeys.

The closure of Oxford Street West to traffic and the improvements to the surrounding district earlier would have meant that some traffic would take a different route to get to its destination. This would mean that some roads would be likely to see an increase in traffic because of these proposals while other roads would see a reduction in traffic volumes.

The scheme has taken a number of steps to ensure that the effects of the proposals are balanced, to avoid creating congestion elsewhere in the local area.

TfL is investing in advanced traffic signal technology to allow us to better manage traffic depending on differing conditions at any given time, and Oppose reducing road capacity we are working to improve road user information so people can make for vehicles informed journey choices before they travel.

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Theme Issues raised Our response

The project has been through multiple stages of traffic modelling to ensure that the traffic proposals sufficiently manage the reassigned vehicles as a result of the scheme. Concern over the lack of a The Management Plan involved powers and duties for Westminster and is 'Management and Enforcement a matter for them . Options for the Management Plan were being Plan' developed using feedback received from customers and stakeholder Concern over availability of groups to ensure to ensure that the district is safe, managed and funding for long term maintenance and enforcement maintained to a world class standard. These were being refined and would have set priorities, clarified roles and responsibilities and provided a Support creating a management clear accountability mechanism by which we could all work together to plan for the scheme keep the district well maintained clean, safe and a vibrant, thriving place.

Suggest that recycling or waste Key principals of the Management Plan were: collections are not carried out on side streets, at any time  District-wide: would apply to the whole area Suggest that cleaning/servicing vehicles should not be permitted  Holistic: in considering all of the needs of the district. to use high pitched warning  Seamless: enabling pragmatic and innovative approaches to issues. sounds, i.e. beeps  Partnership: a collaborative approach with partners and stakeholders. Suggest that cleaning/servicing  Jointly Funded: private and public sector funding to deliver to the vehicles must be powered by highest standards electricity/LPG, to be silent Suggest improving the cleanliness of Oxford Street This would have delivered:

Ensure a thriving night time  A 24/7 district-wide offer economy is maintained on

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Theme Issues raised Our response

Oxford Street after  A clean district and improved public realm experience which is transformation attractive for all.  Improved security to protect and enhance the quality of life for residents, visitors and businesses and reduced opportunities for crime and anti-social behavior.  A clear, structured highway management system with clear guidelines.  Effective management of rough sleepers and street population and proactive support to help them off the street.  An inspection regime to ensure maintenance of the public realm to a world class standard.  Managed approach to events, street performance and street trading so that they occur when and where desired and add to the vibrant and world class atmosphere.

This was subject to:

 An understanding of the full cost of this offer (which was being developed)  Funding available to meet these costs  Policy and legislative change to address long-standing problems. Steps to reduce emissions and significantly improve air quality are being introduced. The Emissions Surcharge (T-charge) has already been implemented within central London and the central London Ultra Low Emission Zone (ULEZ) will be introduced on 8 April 2019. The Mayor has Suggest better enforcement of also consulted on, and subsequently confirmed, improvements to the "no emissions zone" ULEZ including widening the zone up to the north and south circular roads

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Theme Issues raised Our response

for light vehicles (cars, motorcycles, vans and motorcycles) and London- wide for heavy vehicles (lorries, coaches and buses).

There are a number of issues associated with one-way streets, including the dominance of motor traffic, circuitous traffic routes, speeds, and reduced bus and cycle network legibility. The north side of Cavendish Square was proposed to operate two-way because the whole of the Wigmore Street, Cavendish Place, Mortimer Street, Margaret Street and Henrietta Place one-way system is to be removed and replaced with two- way streets. The conversion of the north side of Cavendish Square to two- Concern about plans to make way traffic flow creates a continuous route for traffic in both directions. Our traffic two way on surrounding proposals for the transformation of Oxford Street East would have streets complemented this network configuration. Concern that too many N-S The provision of North-South traffic routes crossing Oxford Street has traffic crossings will be provided been reviewed as part of the scheme. These vehicular crossing points do serve a purpose in maintaining access through the area to serve local shops, businesses and residents and allowing vehicles, such as taxis and servicing vehicles, close access to Oxford Street mitigating some of the negative impacts of limiting vehicular access to Oxford Street. Reducing the number of crossing points would impact on these groups and may have consequences across the area. It is believed the appropriate Support proposals for N-S number of north-south crossing routes were being provided within the crossing points scheme. The bay at the northern end of Park Street did not create any traffic capacity issues. This is partly because the space is already available for loading, and also because reversing the direction of Park Street means Concern about reduction in road that less space is required as there would not be any queuing vehicles. capacity on Park Street due to Since the consultation, the proposed motorcycle bay had been relocated motorcycle bay and the space was proposed as a loading bay and a taxi rank instead.

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Theme Issues raised Our response

Restrictions applied to streets need to reflect the needs of street users Suggest that time restriction for and residents. It is not appropriate that streets that are mainly residential – servicing of surrounding streets such as those surrounding Oxford Street - should have the same should be consistent with restrictions and times as those that have a primary servicing and loading timings for Oxford Street purpose. Davies Street has been closed for several years as a result of the Crossrail development and the intention has always been to reopen the street following completion. Davies Street provides access to a number of properties and other streets and is therefore proposed to be open. Traffic Concern about proposal to open flows are forecast to be far lower than without the scheme as it would Davies Street to vehicles have been almost entirely access only traffic to the local area. Suggest that traffic impact on The traffic signals across the study are all part of a traffic signal system surrounding streets could be which optimises signal timings in real-time and synchronises timings of mitigated by improved green connected junctions. light phases for vehicles To maximise performance for all road users, we are investing in advanced traffic signal technology to allow us to optimise the signal timings for all road users at every change of the lights. We are also working to improve road user information in order for our customers to make informed journey choices before they travel.

We carried out detailed traffic modelling of the proposals for the transformation of Oxford Street West and the wider Oxford Street District. This allows us to predict what travel impact the proposed changes could have on road users and bus passengers. Concern that displaced traffic using Wigmore Street and Our strategic traffic model covers the whole of London within the M25 and Edgware Road could increase enables us to predict which routes traffic would take following a road rat-running layout change, or a closure. On our consultation website we provided

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Theme Issues raised Our response

information on how we expect traffic volumes and route choice to be influenced by the transformation of Oxford Street; this information is available in the format of an interactive map and a factsheet. To summarise, our modelling indicates that that traffic reassignment would have been on to the main traffic corridors, such as Park Lane, Marble Arch, Regent Street and Edgware Road. Our modelling indicates that traffic reassignment on to smaller surrounding roads would be minimal.

All our traffic modelling information can still be found on the TfL website and includes the impacts of the scheme on traffic in the surrounding areas affected.

The use of yellow box markings to keep pedestrian crossings (as opposed Suggest "yellow box" junctions to signal junctions) clear is not permitted. The Highway Code states that at north-south intersections in queuing traffic drivers should keep the crossing clear. There are a number of issues associated with one-way streets, including the dominance of motor traffic, circuitous traffic routes and reduced bus and cycle network legibility. The north side of Cavendish Square was proposed to operate two-way because the whole of the Wigmore Street, Cavendish Place, Mortimer Street, Margaret Street and Henrietta Place one-way system is to be removed and replaced with two-way streets. The conversion of the north side of Cavendish Square to two-way traffic flow creates a continuous route for traffic in both directions. Our proposals for Suggest that surrounding streets the transformation of Oxford Street East would have complemented this become one way network configuration. Suggest that New Cavendish Our traffic modelling demonstrates that the transformation of Oxford Street becomes two way street Street West would not have increased traffic congestion in surrounding from Marylebone High Street to areas. For this reason, we did not believe that it would be necessary for Great Portland Street this section of New Cavendish Street to operate two-way.

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Theme Issues raised Our response

The reversals in traffic direction of both Park Street and North Audley Street would have enabled us to provide pedestrian improvements (e.g. all red pedestrian stages) at the junctions with Oxford Street West which Concern about impact of would otherwise not be operationally possible, and also reduces the changes in traffic direction on amount of through traffic through Mayfair. This reduction is achieved by Park Street and North Audley making the route from Park Lane to the A41 via Mayfair less attractive and Street encourage more traffic to remain on the strategic road network. Concern that there is not We had amended our proposals to allow 24hr loading directly outside the adequate loading bay provision Pharmacy on Wimpole Street, as well as on the eastern side of the street. in surrounding streets, e.g. Wimpole Street The previously proposed pedestrian zone on James Street between Suggest that James Street Picton Place and Barrett Street had been removed from the proposals. should be accessible to vehicles South of Barrett Street access would have been timed in agreement with 24/7 the local properties requiring access. Concern about proposals for We had amended our proposals for Barrett Street. It would have two-way vehicular traffic on remained westbound-only. Barrett Street The reversals of both Park Street and North Audley Street would have enabled us to deliver pedestrian improvements at the junctions with Oxford Street which would otherwise not be operationally possible, and also reduces the amount of through traffic through Mayfair. This reduction is achieved by making the route from Park Lane to the A41 via Mayfair Concern over reversing traffic less attractive, encouraging more traffic to remain on the strategic road flow on North Audley Street network. Concern that traffic modelling for We carried out detailed traffic modelling of the proposals for the Stage 1 does not account for transformation of Oxford Street West and the wider Oxford Street District. opening of Grosvenor Square This allows us to predict what travel impact the proposed changes could when US Embassy closes have on road users and bus passengers.

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Theme Issues raised Our response

We develop a “Base” representation of the network position before any interventions are implemented; in this case the Oxford Street District represents traffic volumes in 2015/2016. To understand the impacts in the future, we assess how London’s roads would operate in 2021; this is called our “Future Base”. This scenario considers population and employment growth, committed developments and other road improvements planned for implementation. These include transformational projects such as Baker Street Two-Way and Tottenham Court Road Two- Way. We have also considered small schemes in the local area, including Hanover Square, Brook Street / Davies Street, New Bond Street and Vigo Street. This enables are to evaluate our proposals for the Oxford Street District in the context of other planned schemes in central London. This however does not include the reopening of Grosvenor Square.

We are aware of the proposals to reopen Grosvenor Square and were working with the key stakeholders to ensure the best design is achieved for the Mayfair area. Suggest that the vehicular We had amended our proposals for Barrett Street. It would have direction onto Barrett Street remained westbound-only. between James St and Duke St should be one way only and in a westerly direction We had amended our proposals for James Street and Barrett Street. Suggest that servicing access is Vehicles would have been able to access the St Christopher's Place maintained into and around the Quarter via James Street 24/7. St Christopher 's Place Quarter Suggest that servicing access is We had amended our proposals. James Street would have been open permitted on southern end of 24/7 between Wigmore Street and Barrett Street.

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Theme Issues raised Our response

James Street 24/7 Our plan did recommend an increase in loading bays. (All other bay types except taxis would have remained at the same levels). This was recommended to accommodate current and future demand for freight, to address current areas of non-compliance and to ease servicing requirements for Oxford Street West. The kerbside arrangements would Concern that Kerbside have been implemented under Experimental Traffic Orders which allow Management Plans contains too changes to be made. The area would have been monitored and changes much provision for loading bays would have been made if required. The Walking and Cycling Strategy assessed these streets to determine the feasibility of various types of cycling infrastructure. The analysis finds that these streets are already subject to high levels of demand from various road user types (bus, taxi, pedestrian, loading, parking etc.) and Suggest that Brook Street, these are likely to increase following the removal of traffic from Oxford Hanover Street, Margaret Street. Providing segregated cycling facilities along these key corridors Street, Henrietta Place, would reduce their ability to cater for these various road user demands Wigmore Street have two-way with significant knock-on impacts. The proposed alternative for cyclists is separated cycle tracks, but that routes are improved in the core Oxford Street area for access and through movement for general high quality cycle routes are provided on parallel streets for those passing traffic is filtered at the crossing- through the district. The details of the high quality routes were to be points of the main north-south consulted on separately. roads The proposals included slight reductions in the parking bay lengths to Concern that roads which are increase the amount of the space for turning vehicles, although this has proposed to be converted to cul- been balanced against the demand for parking. The operation of these de-sac may not be sufficiently streets would have been similar to the many other existing narrow cul-de- wide for vehicles to turn around sacs that join Oxford Street West. in Suggest synchronisation of The traffic signals across the study are all part of the SCOOT system

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Theme Issues raised Our response

traffic signals which optimises signal timings in real-time and synchronises timings of connected junctions

The current restrictions on Oxford Street limit the use of the street to buses, taxis and cycles only for the majority of the week. Permitting these vehicle types 24 hours would require a carriageway wide enough for two- way traffic and while some footway widening can take place with the retention of these vehicles, the space for pedestrians is limited. Pedestrian flow predictions suggest that congestion on the footway would Suggest extending the current worsen if a carriageway is retained. restrictions 24/7 Manchester Square is outside of the scope of this scheme. It was to be Suggest banning through traffic reviewed as part of the wider Walking and Cycling Strategy. It will be the at Manchester Square responsibility of WCC to decide the future of Manchester Square, In the proposals consulted on, the only section of Oxford Street which retains three lanes is between Marble Arch and Orchard Street. This is outside the main study area of the consulted scheme, however measures have been proposed to improve the pedestrian experience on this section of Oxford Street, including some footway widening and the redistribution of bus stops. More than two lanes had been proposed for much of this section to allow buses to stop and other traffic to pass. If a single lane were provided in each direction traffic must wait behind stationary buses at the stops and queues would quickly form not only on Oxford Street but over a much Suggest reducing the 3 lanes wider area. These queues would impact on noise, air quality and sections to 2 lanes on Oxford pedestrians across a wide area and delay buses and bus passengers not Street only on Oxford Street but on routes through Marble Arch. Suggest allowing 24/7 access to This would have been a matter for Westminster as regards design and the loading bays in the area (not enforcement of kerbside restrictions. Loading bays would have been

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Theme Issues raised Our response

allowing traffic or parking to take exclusively for loading vehicles except on Sundays when some would place) permit parking. The Experimental Traffic Regulation Order and monitoring strategy would have allowed for this to be reviewed and altered should any issues have arisen. Many of the one-way streets were being converted to two-way streets as Suggest removing the one-way part of the scheme. The rest of the streets were either determined system in the surrounding area unsuitable for conversion to two-way or are outside of the scope of the (e.g. Soho) scheme, this includes Soho. Support plans to make traffic We noted this support. two way on surrounding streets Suggest that traffic impact on Any activity relating to parades, demonstrations or events would need to surrounding streets could be be approved by the relevant departments within Westminster City Council mitigated by restricting activities and TfL. Any approved applications are assessed to ensure that impacts (e.g. parades) on these streets are minimised or mitigated as much as possible. The traffic flow on Baker Street would change following the change to two- way traffic operation proposed by the separate Baker Street Two-Way scheme. A monitoring strategy had been developed which would have identified any issues associated with the scheme and provided a mechanism for addressing them. In general, the transformation of Oxford Suggest that traffic on Baker Street West was expected to lead to a reduction in traffic flow on Baker Street must be regulated Street. The plans to convert Margaret Street, Henrietta Place, Cavendish Place and Wigmore Street to two-way traffic operation achieved a number of objectives. It provided a simplified, more accessible and easier to use street environment for all road users in combination with pedestrian crossing improvements and footway widening. Travel distances for Suggest that proposal to make westbound traffic would have been reduced helping to reduce emissions some streets two-way, e.g. and improve accessibility. This would have also enabled bus priority and Henrietta Place, are abandoned pedestrian improvements along Henrietta Place and Margaret Street.

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Theme Issues raised Our response

Suggest that residential streets We had no plans to introduce such bollards since doing so would greatly in Marylebone are fitted with restrict the ability of residents in the Marylebone area to receive deliveries bollards to prevent HGV/delivery of any kind. This is now a matter for Westminster to consider further. vehicle access Suggest that Orchard Street We do not currently believe this is necessary as traffic is restricted becomes a red route to prevent southbound to bus/taxi/cycles only. Bays were provided for northbound pick-up/drop off causing kerbside activity and fully restricted elsewhere. Therefore, pick-up/set- congestion down activity was not expected to create congestion. Wimpole Street operates effectively as two lanes on the approach to Wigmore Street, owing to the high demand for kerbside activity. Our Concern about reducing scheme would have rationalised the kerbside restrictions and improved Wimpole Street to two lanes pedestrian provision with wider footways and narrower crossings. from Henrietta Street to Furthermore, the traffic modelling demonstrates that the two lane Wigmore Street approach does not create congestion issues. Suggest that Weighhouse Street It is unlikely that two-way flow on Weighhouse Street would be possible is two way between Gilbert and due to the limited available carriageway width. Davies Street Suggest that surrounding streets The proposals did not involve the conversion of any two-way streets to must not become one way one-way. Suggest restricting non- We had no plans to introduce such a restriction and the reality is that it residents from entering would not have been practical to attempt to introduce it. Marylebone by car The Central London Congestion Charge Zone was designed with the principle of providing an alternative non-charged route for vehicles so that Suggest introducing additional they did not need to enter the zone if they did not wish to. These roads congestion charging in Edgware form part of the non-charged boundary route. Road and Park Lane

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Theme Issues raised Our response

We did change our plans to provide access to Selfridges via James Street Suggest providing access to and Barrett Street. Selfridges via James street Suggest that proposed bus The proposed bus stand on Wimpole Street would have replaced the stand on Wimpole Street does stand that is currently on the northern side of Henrietta Place, and is vital not go ahead to the smooth operation of the bus network. The kerbside restrictions along the whole of Wigmore Street had been Concern that there is not reviewed alongside CCTV survey data to ensure there is adequate adequate traffic management on provision. The Experimental Traffic Regulation Order and monitoring Wigmore Street strategy allows this to be reviewed and altered should any issues arise. We proposed creating a cul-de-sac at the northern end of Binney Street where it meets Oxford Street. The traffic operation of the street would have been similar to many of the existing cul-de-sacs that join Oxford Street such as Lumley Street, Bird Street, Marylebone Lane, Woodstock Street or Dering Street. Traffic flow is inherently low because the only Concern that Binney Street does vehicles using the two-way section of the street are doing so for access not have capacity for two way only. This means that although two vehicles cannot pass each other, they traffic can wait at either end for the opposing vehicle to pass. We intended to assess the requirements for yellow box junctions once our Suggest that surrounding roads scheme was operational. If our monitoring revealed that vehicles are feature marshalled/supervised blocking back into the junction area and preventing other movements, a yellow box junctions yellow box could have been added. Suggest allowing left turns from The left turn traffic movement from Park Street into Green Street was Park Street into Green Street permitted for all vehicle types. Concern that Baker This scheme was subject to a separate consultation, and is not within the Street/Gloucester Place is not scope of our proposals for the transformation of Oxford Street. suitable for two way traffic Suggest that restriction to The bus, taxi and cycle only restriction southbound on Orchard Street had

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Theme Issues raised Our response

vehicles on Orchard Street is been modified following the consultation and engagement process to only implemented south of enable access to Edwards Mews. Edward Mews Suggest maintaining vehicle The proposals for James Street and Barrett Street had changed since the access to Selfridges Duke consultation. Vehicles would have been able to access the Duke Street Street entrance from the north of Selfridges entrance via Barrett Street and James Street 24/7. Oxford Street Concern over the reduction from The proposals for the northern end of Duke Street had changed since the three lanes to two lanes on consultation. Three lanes would have been maintained on the northbound Duke Street approach to the Wigmore Street junction. Concern over wider impacts of The following issues are associated with one-way systems - poor public opening the north side of realm, dominance of motor traffic, circuitous traffic routes, reduced bus Cavendish Square to two-way network legibility and reduced cycle network legibility. The north side of traffic Cavendish Square is proposed as two-way traffic operation because the whole of the Wigmore Street, Cavendish Place, Mortimer Street, Margaret Street and Henrietta Place one-way system is to be removed and Concern proposals will further replaced with two-way streets. The conversion of the north side of isolate Cavendish Square Cavendish Square to two-way traffic flow creates a continuous route for Gardens in Cavendish Square traffic in both directions. Our proposals for the transformation of Oxford Street East would have complemented this network configuration. Bus only traffic signals tend to require a significant amount of road space around the junctions where space can often be particularly constrained. Rather than have bus only signals, the project proposed a number of other bus priority measures such as turning movements that are permitted only for buses and streets that are only open to buses, taxis and cycles such as Margaret Street and Orchard Street (southbound). In addition, Suggest improving phasing of traffic lights in London incorporate a system that synchronises traffic bus traffic lights to signal timings and responds to changing traffic demands in real time; this improve journey times includes priority for bus routes.

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Theme Issues raised Our response

Suggest that the middle section The proposals had changed since the consultation. Barrett Street would of James St between Picton have remained as one-way westbound. Place and Barrett St should not be closed to through vehicle traffic Suggest restricting north to Having considered the issues raised during the consultation, we had south through traffic on James decided to allow through traffic on James Street. The Experimental Traffic Street after 10am or 11 am each Regulation Order and monitoring strategy would have allowed this to be morning reviewed and altered should any issues arisen. Suggest that local vehicular We had revised our plans so that the pedestrian-only zone on James access should be maintained to Street between Picton Place and Barrett Street has been removed. This James Street and to Barrett means James Street, Barrett Street and Picton Place would have all been Street (West of James Street) open to all vehicles 24/7. South of Barrett Street, access into James and to Picton Place throughout Street would have been timed in agreement with the local properties the entire day requiring access. Support removal of north-south through traffic on James Street We carried out detailed traffic modelling of the proposals for the transformation of Oxford Street West and the wider Oxford Street District. This allows us to predict what travel impact the proposed changes could have on road users and bus passengers.

Our strategic traffic model covers the whole of London within the M25 and enables us to predict which routes traffic will take following a road layout change, or a closure, this model includes Berners Street. On our consultation website we provided information on how we expect traffic Suggest that modelling work is volumes and route choice to be influenced by the transformation of Oxford undertaken to understand any Street; this information is available in the format of an interactive map and traffic impact on Berners Street a factsheet. To summarise, our modelling indicates that there will be no

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Theme Issues raised Our response

reassignment on to Berners Street and as such it was not included in our detailed local and microsimulation modelling.

All our traffic modelling information can still be found on the TfL website and includes the impacts of the scheme on traffic in the surrounding areas affected. Access for delivery and servicing vehicles is important for the economic vitality of the area. Our proposed Kerbside Plan and road layout would Suggest that servicing access is have needed to maintain adequate access for these vehicles to service permitted on southern end of the businesses at suitable times. It is now the responsibility of WCC to James Street between 10pm to decide the strategy for this plan and arrangements for James Street. 10am Suggest that service vehicles A number of layouts were being reviewed, including this option. The exiting the southern section of benefits and disbenefits of all options would have been considered before James St should be able to a final decision was made. cross over Oxford Street into Gilbert Street in forward motion with the option to left and/or right turn on to Oxford Street. Suggest that any street furniture We did not propose to introduce any new street ‘furniture’ in locations that should not obstruct pedestrian would have interfered with pedestrian flow and access, including to St access to St Christopher's Place Christopher’s Place Quarter. Quarter The proposals in the consultation included a raised carriageway so that Suggest providing shared space the whole of James Street would be a level surface. This had not been on James Street, Picton Place included in the Transition scheme but was expected to be included in the and Barrett Street Transformation scheme. Suggest bus services running Operating buses in each direction on the same road is preferable, since it parallel to Oxford Street operate helps ensure that the routes taken by buses are as simple and easy to

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Theme Issues raised Our response

eastbound on the Brook Street / understand as possible. We proposed that buses should operate along Hanover Street, and westbound Wigmore Street and Henrietta Place as we felt these were more suitable. on Margaret Street / Henrietta Place / Wigmore Street Suggest that two-way general These streets would have been assessed as part of a separate study that traffic is permitted on Grosvenor we understand is under discussion between Westminster and Grosvenor Street, at least between Park Estates We would have held a consultation on proposals for Lane and Grosvenor Square improvements to cycling in the surrounding district later in 2018. and potentially further east as well Support development of We noted this support. kerbside management plan The loading bays proposed in the Kerbside Plan would have been reviewed to ensure they are adequate to accommodate such vehicles. Vehicles would have also been able to load and unload on single yellow lines which have a longer time allowance. All aspects of the Kerbside Plan would have been monitored and reviewed after installation and any issues Suggest that larger loading bays investigated and changes made if required. It is now the responsibility of should be large enough to WCC to decide the strategy for kerbside management in line with their accommodate a 13.6m trailer, future proposals. cab and tail lift Suggest a minimum time Loading bays are intended for the loading and unloading of heavy goods restriction of 40 minutes for only, although private vehicles, including blue badge holders, can also use loading bays to allow all goods them for this purpose. They should not be used for parking by any type of to be unloaded vehicle. Enforcement activity is on the basis of loading or unloading Suggest that loading bays are activity actually taking place. for the exclusive use of delivery vehicles and not shared with other users, such as disabled

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Theme Issues raised Our response

badge holders Suggest that any changes to We had discussed our proposals for the transformation of Oxford Street kerbside access are with a number of stakeholders, including within the freight industry and communicated to the freight representatives of disabled people, and we would have continued to keep industry in a timely way them informed. Suggest that any changes to traffic access throughout the day (e.g. at night) is effectively communicated to visually impaired people Suggest alternative methods to Improving traffic flow in central London has been a primary objective for reduce congestion e.g. the last 60 years. The only successful approach has been to prioritise the increased Congestion Charge/ most space efficient modes of travel - walking, cycling and public one way/ filtered permeability transport. Other road space needs to be prioritised for freight deliveries. Increasing capacity for private vehicles cannot keep up with the level of Consider measures to improve demand and any short term improvements derived from wider roads are traffic flow in central London quickly eroded as private traffic increases.

We carried out detailed traffic modelling of the proposals for the transformation of Oxford Street West and the wider Oxford Street District. This allowed us to predict what travel impact the proposed changes could have had on road users and bus passengers.

Concern that change in direction Our strategic traffic model covers the whole of London within the M25 and on Park Street/North Audley enables us to predict which routes traffic will take following a road layout Street will encourage rat running change, or a closure. On our consultation website we provided information on South Audley Street / on how we expect traffic volumes and route choice to be influenced by the Grosvenor Square / North transformation of Oxford Street; this information is available in the format Audley Street of an interactive map and a factsheet.

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Theme Issues raised Our response

The reversal of Park Street southbound and North Audley Street northbound is expected to reduce the amount of traffic travelling through the Mayfair area, by disrupting the existing southbound movement from Orchard Street to North Audley Street. Our strategic modelling indicates that there would have been a cumulative reduction in traffic on Park Street and North Audley Street between Oxford Street and Upper Brooke Street, and no change or a slight reduction in the amount of traffic on South Audley Street and Grosvenor Square. As such the proposal to reverse the direction of flow on Park Street and North Audley Street is not expected to encourage rat running through the Mayfair area.

All our traffic modelling information can still be found on the TfL website and includes the impacts of the scheme on traffic in the surrounding areas affected. The carriageway on North Audley Street is 5.7m wide and there are 2m parking bays and buildouts on both sides of the road. Allowing two-way traffic flow on this street could have meant that two larger vehicles may have difficulty passing each other. Often on streets with a similar width, the gaps in the parking bays create spaces where the vehicles can wait and allow the opposing vehicle to pass but the buildouts at the side road Suggest allowing two way traffic junction ‘mouths’ mean that this is not possible. For this reason, North on North Audley Street Audley Street would have remained one-way only. Davies Street is expected to see a reduced level of vehicle activity when compared to pre-Crossrail construction conditions because the northern Concern over conflict between end of it is converted into to a cul-de-sac. Cycle flows are not expected to pedestrians, cyclists and be high through this corridor even though a continuous east-west route delivery vehicles on Davies has been enabled as part of the proposals. The space is expected to be Street dominated by pedestrians as a result of the Bond Street Station entrances

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Theme Issues raised Our response

and exits in the vicinity. To complement this, the carriageway would have been raised to footway level. The degree of conflict between pedestrians and other modes was expected to be low given the low vehicle flows. Suggest working with the West We were keen to work with a range of stakeholders to identify options for End Partnership to source and funding. secure funding for the proposals Discuss potential options for financing the transformation of Oxford Street with NWEC’

Our air quality modelling assessment considered the change in concentration of NO2 at two locations on Cavendish Square, one on the Concern proposals will add northern arm and the second on the western arm. The results showed a significantly to air pollution in large reduction in annual mean NO2 concentration on the northern arm of Cavendish Square Cavendish Square and a very low to low reduction on the western arm. This issue related to the east and west sides of the Square. The closure of these sides of the square has been tested and we found that it would lead Suggest closing Cavendish to significant impacts on Wimpole Street and Welbeck Street. For this Square to through traffic reason, we had no plans to close Cavendish Square to through traffic. Routes 139 and 390 would have used Marylebone Lane in the northbound direction to access Wigmore Street, and Welbeck Street in the southbound direction from Wigmore Street to Henrietta Place. The reason for using Marylebone Lane is that it allows for the proposed bus stops on Henrietta Place to be positioned as close to the central section of Oxford Street West as possible. This means that a person anywhere on Oxford Street West would not be further than 200m from a bus stop to improve Suggest buses use Welbeck accessibility to the bus services. Options had been explored that use Street instead of Marylebone Wimpole Street and Welbeck Street for northbound and southbound Lane to reach Wigmore Street buses instead of Marylebone Lane and Welbeck Street but were

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Theme Issues raised Our response

discounted as it creates significant bus stop location and operational issues. Support proposal to block We noted these comments. access north from Wigmore Street to Marylebone Lane We carried out detailed traffic modelling of the proposals for the transformation of Oxford Street West and the wider Oxford Street District. This allows us to predict what travel impact the proposed changes could have on road users and bus passengers.

Our strategic traffic model covers the whole of London within the M25 and enables us to predict which routes traffic will take following a road layout change, or a closure. On our consultation website we provided information on how we expect traffic volumes and route choice to be influenced by the transformation of Oxford Street; this information is available in the format of an interactive map and a factsheet. To summarise, our modelling indicates that there would have been no cumulative increase in traffic volumes in Portman Square.

All our traffic modelling information can still be found on the TfL website and includes the impacts of the scheme on traffic in the surrounding areas Concern at potential increase in affected. traffic in Portman Square Concern that increased traffic The traffic modelling predicts that traffic flows would have reduced around south of Oxford Street would Hanover Square, this is a result of the restricted access (bus, taxi, service undermine the benefits of vehicles only) onto Harewood Place. On New Bond Street there was investments at New Bond Street predicted to be slightly higher traffic flows on some sections but also and Hanover Square slightly lower traffic on others with no significant impact expected overall. Suggest more detail is required The OSW proposals included a bus, taxi, cycle and access only restriction

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Theme Issues raised Our response

regarding the arrangements for for northbound traffic on Harewood Place. This means that traffic traffic to exit Princes Street accessing Princes Street would have been unaffected by the scheme but general traffic exiting the street would have to turn south on Hanover Square and exit via St George Street, which becomes possible under the Hanover Square scheme proposals.

The proposals on Orchard Street had been reviewed following the consultation feedback. The southbound bus, taxi and cycle only restriction was changed to begin south of Edwards Mews to enable access to this street for general traffic. The restriction was still proposed south of Edwards Mews because otherwise significant congestion would be caused by the bus stopping activity and low capacity at the Oxford Street junction further south. The Baker Street two-way scheme delivers an un- Oppose vehicle restriction on restricted southbound movement on Portman Street which enables Orchard Street existing routes that use Orchard Street to be serviced. The proposals on Orchard Street had been reviewed following the consultation feedback. The southbound bus, taxi and cycle only restriction was changed to begin south of Edwards Mews to enable access to this street for general traffic. The restriction is still proposed south of Edwards Suggest vehicle restrictions on Mews because otherwise significant congestion would be caused by the Orchard Street only apply south bus stopping activity and low capacity at the Oxford Street junction further of Edwards Mews south. The proposed bus stop on Orchard Street replaced existing two existing stops. The previously approved Baker Street Two-Way project also proposed bus stops on the west/northbound side of Orchard Street but these are not included in this project. Therefore, the proposals reduced Concern that bus stops on the number of stops from existing and also reduced the number of stops Orchard Street may impact on even further from what would be implemented as part of the Baker Street listed buildings Two-Way proposals if this scheme was to not be implemented.

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Theme Issues raised Our response

The proposals for Orchard Street included a significant improvement of the existing pedestrian crossings at either end of the street and also the centrally located crossing. The proposed bus stop and taxi rank are not Concern that proposed bus anticipated to impact pedestrian safety differently than the existing stops and taxi rank on Orchard arrangement which also includes the bus stop and taxi rank, or the Baker Street may impact on pedestrian Street Two-Way proposals with bus stops on both sides of the street that safety would be implemented if Oxford Street is not implemented. Suggest that Oxford Street During the consultation, agreement had been reached on the tie-in transformation must incorporate between the Duke Street scheme and the Oxford Street Scheme. existing Duke Street scheme The pedestrianisation of Bird Street was not included in the first phase of the transformation of Oxford Street. However, this would have been Support for pedestrianisation of reassessed as part of the second phase of the scheme. Bird Street Access to Gee's Court for pedestrians would have been enhanced for pedestrians following the removal of traffic from Oxford Street and an improved pedestrian environment on James Street.

Existing vehicular access is possible from the Barrett Place courtyard and from the southern end on Oxford Street from 9pm-7am. Since consultation the proposed James Street restrictions were no longer included which meant that access to the Barrett Place courtyard was unchanged. However, access to Oxford Street would no longer be possible. The Concern regarding impact on project was exploring how the Gee's Court properties could use the access to Gee's Court southern end of James Street instead of Oxford Street. Concern about potentially The proposals on Orchard Street had been reviewed following the confusing wayfinding / signage consultation feedback. The southbound bus, taxi and cycle only restriction south bound Orchard Street was changed to begin south of Edwards Mews to enable access to this traffic street for general traffic.

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Theme Issues raised Our response

Warning of the restriction would have been provided on the approaches to the Wigmore Street / Orchard Street junction using Advance Directional Signing Concern that poor access from The proposals on Orchard Street had been reviewed following the Orchard Street to Edward Mews consultation feedback. The southbound bus, taxi and cycle only restriction will result in traffic rat-running in was changed to begin south of Edwards Mews to enable access to this smaller surrounding streets street for general traffic. Concern regarding potential The proposals did not include any footway width reductions on Orchard reduction in footway space Street outside Marks and Spencer. There were proposed areas of footway outside Orchard Street Marks widening at the southern end outside Marks and Spencer and also on the and Spencer opposite side of the road outside Selfridges. The proposals on Orchard Street had been reviewed following the consultation feedback. The southbound bus, taxi and cycle only restriction was changed to begin south of Edwards Mews to enable access to this street for general traffic. The restriction was still proposed south of Suggest that proposed vehicle Edwards Mews because otherwise significant congestion would be restrictions on Orchard Street caused by the bus stopping activity and low capacity at the Oxford Street are moved south of Edward junction further south. Mews The proposals included one bus stop on Orchard Street. Relocating this stop onto Wigmore Street would mean that all except one bus route would Suggest that proposed bus not be able serve the stop as they arrive from Baker Street and do not stops on Orchard Street are travel along Wigmore Street. The result would have been that a bus stop relocated to Wigmore Street and would not be positioned close to the traffic free section of Oxford Street Orchard Street and accessibility to the street by bus would have been reduced. Concern that proposals for The proposals for James Street, Barrett Street and Picton Place had been amended vehicle access on reviewed following the consultation. No changes were proposed as part of James Street, Barrett Street and the first phase of the transformation of Oxford Street. Picton place will undermine

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Theme Issues raised Our response

pedestrian safety improvements made by Duke Street scheme Suggest implementing one-way westbound vehicle movements on Barrett Street and Picton Place Suggest implementing one-way southbound vehicle movements on James Street Suggest implementing a single traffic movement from James Street to Barrett Street The proposals on Orchard Street had been reviewed following the consultation feedback. The southbound bus, taxi and cycle only restriction was changed to begin south of Edwards Mews to enable access to this street for general traffic including chauffeurs. The restriction was still Suggest maintaining movement proposed south of Edwards Mews because otherwise significant of chauffeured traffic on Orchard congestion would have been caused by the bus stopping activity and low Street capacity at the Oxford Street junction further south. Concern that two way traffic The proposals for James Street, Barrett Street and Picton Place had been movements on Barrett Street will reviewed following the consultation. No changes were proposed as part of impact pedestrian access to the first phase of the transformation of Oxford Street. Selfridges The proposals to remove through traffic along the section of Weighhouse St directly outside the station entrance/exit. The footway would have been Concern that proposals do not flush with the carriageway to encourage pedestrian movement across and recognise expected uplift in along the street. The proposals also converted Gilbert Street into a cul-de- pedestrian flow on Weighhouse sac at the northern end to reduce traffic flow on the street and enhance Street the pedestrian environment for those dispersing in that direction. The

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Theme Issues raised Our response

proposals for Davies Street included raising the carriageway and reducing the traffic flow to access only to improve the pedestrian environment along that route as well. The proposals included only minor changes to Lumley Street as it is already a cul-de-sac at the Oxford Street end and is therefore not impacted significantly by the scheme. The potential for increased servicing activity on the street was mitigated by creating a larger area for vehicles to turn around at the northern end to avoid blocking and to also Suggest pedestrianising Lumley ban goods vehicles overnight. Any more significant proposals were out of Street the scope of this project. Concern that proposed traffic The proposals on Orchard Street had been reviewed following the restrictions on Orchard Street consultation feedback. The southbound bus, taxi and cycle only restriction will impact on operation of was changed to begin south of Edwards Mews to enable access to this Selfridges street for general traffic including chauffeurs. The restriction was still Concern that proposed traffic proposed south of Edwards Mews because otherwise significant restrictions on Orchard Street congestion would be caused by the bus stopping activity and low capacity will impact improvement of at the Oxford Street junction further south. Edward Mews as a public space Concern that two way traffic The proposals for James Street, Barrett Street and Picton Place had been movements on Barrett Street will reviewed following the consultation. No changes were proposed as part of lead to increased congestion on the first phase of the transformation of Oxford Street. Duke Street Concern that two way traffic movements on Barrett Street will impact pedestrian access to Selfridges on Duke Street Concern that service vehicles access and turning will impact upon pedestrian movements

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Theme Issues raised Our response

from St Christopher's Place to Duke Street Concern that proposed two way cul-de-sac on Barrett Street will impact on pedestrian movement from St Christopher' Place to Duke Street Concern that pedestrian The proposed number of parking bays around Cavendish Square was improvements will cause loss of increased rather than reduced. parking spaces at Cavendish Square Concern regarding the At present, pedicabs are unregulated within London. We have developed displacement of pedicabs into two strands of work to address various issues associated with the pedicab adjacent areas industry, including blocking highways, creating noise nuisance, harassing customers and causing serious risk to visitors and workers through dangerous riding.

Firstly, we have been seeking to support the introduction of a regulatory regime for pedicabs and we hope that all political parties will commit to bringing forward pedicab legislation in the next Parliament.

The second strand of work has seen a partnership approach adopted and many multi-agency operations have taken place with City Inspectors, Police, TfL, Home Office Immigration and Noise Team officers working together to target rider’s anti-social behaviour. The majority of on street Suggest both physical and activity has occurred within the West End and several offenders been management measures are put prosecuted and identified. There was a 73 per cent reduction in activity in place to mitigate pedicab during 2015 and 75 per cent in 2016, with Criminal Behaviour Orders activity (CBO) successfully obtained which banned the most persistent and

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problematic riders from plying for trade in the SW1, W1, W2 and WC2 areas for five years. This work continues. We were developing a new Management Plan for Oxford Street and were considering the level of resource required to sustain these efforts, as well as mechanisms to improve collaboration amongst partners. It is now the responsibility of WCC to decide on the management strategy for the area. The number of freight vehicles that currently use Oxford Street is relatively low, making up approximately 3% of the traffic flow on the street. The number of vehicles that use Oxford Street to stop and deliver goods is even lower, approximately 135 movements per day. Therefore the majority of freight movements in the area already occur on other streets. Whilst some vehicles that use Oxford Street would have had to use side Concern over rerouting HGVs roads if traffic was removed that appropriate vehicle size would have had down side roads to be used and where required it was proposed to implement weight limits to restrict such movements. Suggest that any service loops A number of layouts were being reviewed, including these options. The should be separated by benefits and disbenefits of all options would have been fully considered pedestrianised roads to prevent before a final decision was made. through travel by vehicles

Suggest creation of dedicated service loop roads to allow access to Oxford Street outside core retail hours

Suggest ensuring that delivery Delivery access to St Christopher’s Place would have been maintained. access to St Christopher's Place is maintained

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Theme Issues raised Our response

Concern regarding limited Access for delivery and parking on Edwards Mews would have been access for servicing and car maintained parking on Edwards Mews

Concern that increased bus We do not believe that diverting some buses to Orchard Street would traffic on Orchard Street will undermine the visitor experience. Indeed, ease of access is a key part of undermine the visitor experience the enjoyment of a place.

A kerbside plan was being developed for the area which would have set out where loading and servicing would have been permitted. There was a proposal to allow loading on Lumley Street if vehicular access to Oxford Street was restricted as space close to Oxford Street would need to be provided. It was proposed that a weight limit at night is implemented on this street to minimise the noise issues to residents in this area. It was proposed to implement these kerbside changes using and Experimental Suggest that deliveries are Traffic Order which would have allowed us to monitor and make prohibited on Lumley Street alternations to the layout if required. Consider researching The proposed kerbside plan would have been monitored and if issues had opportunities to introduce a arisen there would have been opportunity to make alterations if required. flexible parking scheme to Lumley Street Support for pedestrianisation of We noted this support. Oxford Street between Orchard Street and Duke Street

Suggest allowing service vehicle The accessibility of the area for delivery and servicing vehicles is access to service points important for the economic vitality of the area and any proposed kerbside between 11pm and 7am plan and road layout would have maintained adequate accessibility. Options on timings were under consideration.

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Suggest that service vehicle Significant data collection has been undertaken and any proposed access times are considered kerbside plan would have maintained adequate accessibility for delivery using input from business and and servicing vehicles. data

A number of layouts were being reviewed, including (but not limited to) options permitting over-night access. Appropriate paving materials would Suggest that overnight service have been used depending on which option is progressed, but vehicle access should not hinder improvements in the quality of the pavement would have been provided improvement of paving surfaces whichever option is progressed.

Concern that loading bays on A comprehensive Management Plan was being developed for the area Audley Street will cause which would have included measures to ensure compliance with parking disruption for residents and noise restrictions. It is now the responsibility of WCC to decide on the strategy for the management plan of any future proposals. Concern that insufficient space Our proposals for a new Kerbside Plan provided more dedicated space for for loading will cause delivery delivery and servicing vehicles than is currently available, with the aim to vehicles to rat run through improve compliance. The number of vehicles that currently service Oxford residential areas, i.e. Balderton Street is small and it is not anticipated that this should add to ‘rat running’. Street In addition a comprehensive Management Plan was being developed for the area which will include compliance of vehicles. Suggest that deliveries are Access for delivery and servicing vehicles is important for the economic prohibited at night time vitality of the area and any new proposed Kerbside Plan and road layout would need to maintain adequate accessibility for these vehicles to Suggest prohibiting unloading of service the businesses at suitable times. A comprehensive Management delivery vehicles on/near Plan was being developed by Westminster City Council for the area which residential streets would have included measures to ensure compliance with any new parking and noise restrictions, particularly in residential areas. It is now Suggest that servicing/deliveries the responsibility of Westminster to decide on the strategy for the

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to premises on Oxford Street management plan of any future proposals. should be permitted at night

Concern that raised highway on Westminster’s proposed Kerbside Plan developed for the project would Lumley Street will relocate have provided new residents parking outside Stalbridge Flats, so delivery unloading outside the unloading activity should not be moved to this part of the street. The windows of Stalbridge Flats raised table was a proposal and had not yet been confirmed.

Westminster’s new Kerbside Plan would have set out where loading and servicing would have been permitted. It was proposed that a night-time weight limit be implemented on parts of Gilbert Street and Binney Street to minimise noise and avoid disturbance to residents. It was proposed to implement these kerbside changes using an Experimental Traffic Order which would have allowed us to monitor and make alternations to the layout if required. A comprehensive Management Plan was also being developed for the area which would have included measures to ensure Concern regarding impact of compliance with any new parking and noise restrictions. It is now the deliveries on Gilbert Street and responsibility of WCC to decide on the strategy for the kerbside and Binney street management plans of any future proposals.

Suggest preventing We were working to transform the whole of Oxford Street in stages. The pedestrianisation around Marble stage that affects the section of Oxford Street from Orchard Street to Arch Marble Arch had not yet had any proposals developed. A separate consultation would have taken place on this stage at a later date. Concern over an apparent difference in the design, quality and operation of Oxford Street either side of North Audley Street

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The provision of north-south traffic routes crossing Oxford Street had been reviewed as part of the scheme. These vehicular crossing points do serve a purpose in maintaining access through the area to serve local shops, businesses and residents and allowing vehicles, such as taxis and servicing vehicles, close access to Oxford Street mitigating some of the negative impacts of limiting vehicular access to Oxford Street. Reducing Suggest limiting or reducing the the number of crossing points would impact on these groups and may number of traffic signals (e.g. N- have consequences across the area. Removing the signals and replacing S traffic crossing points) them with other types of crossing while maintaining the traffic movements would create safety and access issues, both for pedestrians and traffic. Suggest ways to stop rat Traffic modelling would have been undertaken to assess the scale of rat- running in surrounding streets running under the proposals. Mitigation would have been developed to e.g. bollards/ access only manage this where necessary.

Suggest providing sufficient Our proposals seek to transform Oxford Street into a world-class public traffic signals across Oxford place that delivers improvements that benefit people rather than traffic. A Street for a sufficient amount of critical part of the scheme is a reduction of traffic volumes and measures time (including N-S crossing which improve the look and feel of the area and create a more pedestrian- points) friendly environment. The pedestrian experience would have therefore been key, but consideration must be given to other modes and maintaining access. The north - south vehicular crossing points do serve a purpose in maintaining access through the area to serve local shops, businesses and residents and allowing vehicles, such as taxis and servicing vehicles, close access to Oxford Street mitigating some of the negative impacts of limiting vehicular access to Oxford Street. It is believed that sufficient north-south crossing routes were provided within Suggest maintaining North- the scheme. South flow for vehicles Pedestrian and vehicle green times at the north - south crossing would have been set to best balance the needs of both traffic and pedestrians.

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The district wide Walking and Cycling Strategy included recommendations for ensuring there are continuous cycling routes through the district. Some streets would have been converted to two-way operation while others Suggest a review of the one- would enable contraflow cycling. The proposals were under development way streets to increase cycling and would have be part of the future detailed consultation on the permeability transformation of the eastern section of Oxford Street.

Suggest improvements to We were yet to finalise the scheduling of any works to transform Oxford surrounding roads before Street West and its surrounding district. The scheduling would have scheme is implemented sought to minimise disruption to nearby residents and the travelling public.

A roundabout would require more space for the traffic carriageway than a conventional signalised junction and would thus reduce the space available for pedestrians. In addition, the provision of pedestrian crossings would be more problematic. Roundabouts also operate best where flows are balanced, which is not the case at this location. It is Suggest that Oxford Circus considered that a signalised junction with pedestrian green man facilities becomes a roundabout was the most appropriate solution at this site. Our proposals seek to transform Oxford Street into a world-class public place that delivers improvements that benefit people rather than traffic. A critical part of the scheme is a reduction of traffic volumes and measures which improve the look and feel of the area and create a more pedestrian- Suggest 10mph speed limit on friendly environment. Oxford Street

London has a sophisticated traffic signal system that detects traffic in real- time and dynamically updates signal timings to minimise delay. In central Suggest improving traffic light London, the situation is complex because the priority of vehicles has to be phasing on Oxford Street balanced with the high numbers of people choosing to walk. The traffic

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signals are set up to manage these competing demands and ensure the most efficient use of the city’s finite road space, but with demand outstripping supply for road space, congestion cannot always be avoided.

The balance between access to properties, providing routes for traffic to enter and leave the area, and ensuring an acceptable level of impact has been a key consideration in our development of proposals for the transformation of Oxford Street West. The traffic management proposals Suggest traffic access through for the transformation of Oxford Street East and the surrounding road surrounding areas should be network were being developed. maintained Oppose introducing vehicle We proposed retaining pedestrian green man crossings on all ‘arms’ of holding area at Oxford Street / this junction, to enable pedestrians to access and move about the area Orchard Street junction more easily. We believe that it is important that such facilities be provided and we do not agree that they should be removed. Suggest better enforcement of This would be an issue for Westminster City Council to consider as they road traffic offences e.g. speed develop new proposals for the district. limit, red lights

Concern that proposed scheme We carried out detailed traffic modelling of the proposals for Oxford Street Wigmore Street will increase traffic congestion in Transformation and the wider Oxford Street District. This allowed us to Wigmore Street predict what travel impact the proposed changes would have on road Nb. We received a Concern about the impact of the users and bus passengers. As part of the consultation we provided number of proposed bus routings onto modelling results in the form of traffic and bus journey times, as well as comments about Wigmore Street information on the potential traffic reassignment as a result of the scheme. the effects of our We also provided a factsheet which explained our work to understand the proposals on Concern about impact on traffic impacts of the proposals. This information can still be found on the Wigmore Street, so residents TfL website and includes the impacts of the scheme on traffic in the have collected surrounding areas.

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Theme Issues raised Our response these here https://consultations.tfl.gov.uk/roads/oxford-street/#impacts on traffic and environment

In summary, the proposals we developed for the transformation of Oxford Street and the surrounding district would have meant changes to journey times for some trips; some positively, some negatively and others largely unaffected. Journey times on Wigmore Street were due to be largely unaffected in the morning peak and experience some minor increases in the evening eastbound and some minor decreases in the evening westbound. These journey times indicate that the Oxford Street Transformation proposals would not have increased traffic congestion on Wigmore Street, with the majority of road trips unaffected.

Our Air quality modelling showed that our proposals would have led to an overall improvement in concentration of key air pollutants on Wigmore Street. Of the eight selected receptor locations on Wigmore Street, seven showed a reduction in NO2 and only one a low to very low adverse Concern about air quality change. impacts on Wigmore Street Concern regarding the suitability Our proposals included modest cycling improvements to Wigmore Street, of the proposed cycling Harewood Place and Holles Street for cyclists, amongst other users. We improvements had intended holding a further consultation in which we would propose Concern regarding the suitability wider Walking and Cycling improvements, including a high quality east- of the proposed cycling west route to the north of Oxford Street. We are now considering, and will improvements on Wigmore discuss with Westminster, whether this consultation should go ahead. Street

Concern about existing traffic The existing traffic situation within Westminster is a reflection of numerous congestion situation competing demands for a finite amount of road space. These demands

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come in the form of private vehicles, buses, taxis, freight and servicing vehicles, cyclists and pedestrians, and the growth in people and goods moving around the road network are an indication of a thriving city. London has a sophisticated traffic signal system that detects traffic in real- time and dynamically updates signal timings to minimise delay. In central London, the situation is complex because the priority of vehicles has to be balanced with the high numbers of people choosing to walk. The traffic signals also play an important role in minimising pedestrian congestion on the pavement and giving pedestrians timely opportunities to cross the road safely. The traffic signals are set up to manage these competing demands and ensure the most efficient use of the city’s finite road space, but with demand outstripping supply for road space, congestion cannot always be avoided.

TfL’s 24 hour control centre responds quickly to incidents and disruption on the road network, in order to get traffic moving again as quickly as possible, and live information on Twitter, the TfL website and through our partnerships with radio broadcasters and Sat Nav companies all helps to enable drivers to re-route or re-time their journeys in order to avoid disrupted and congested locations. Concern about existing road The road safety record across the Oxford Street district was analysed in safety detail to ensure local issues would have been addressed. The results were fed into the design and led to a number of proposals for new Concern the scheme does not pedestrian crossings and other road safety related improvements. sufficiently address safety Westminster City Council will now need to consider these issues as they concerns on Wigmore Street develop new proposals for the area.

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Resident access by car was not worsened as a result of our proposals and in many cases access would have been improved by converting streets to two-way operation. Resident access by underground is to be improved with the commencement of Elizabeth Line trains alongside the Concern about residents' rest of the upgrade plans. access We met representatives of Wigmore Hall and found them to be generally supportive of the scheme we proposed. We fully understood and appreciated the sensitivity around this world renowned music venue, especially in relation to the impact of noise. Our noise modelling assessment considered the change in road traffic noise at 8 locations on Concern scheme will have Wigmore Street. Results showed that of the 8 receptor locations, four negative impact on Wigmore sites would have experienced a small adverse change and the remainder Hall showed an imperceptible level of change. Wigmore Street was assessed in detail to determine the feasibility of proposing the provision of segregated cycling facilities as it is the closed parallel and continuous route to Oxford Street. We found that the street is insufficiently wide for segregation east of Regent Street resulting in a discontinuous level of provision. Furthermore, the kerbside demands on Wigmore Street are such that there would very likely be illegal loading from within the cycle facility. The route also did not have direct connections to other cycle routes at either end. For these reasons we did Support segregated cycling not propose the provision of a segregated cycling route on Wigmore infrastructure on Wigmore Street Street. The number of trips to Oxford Street is likely to increase irrespective of Concern that proposals will any proposals to transform the street. Doing nothing and retaining the increase pedestrian existing footway widths will certainly result in over-crowding and an overcrowding increase in the risk of collisions. Concern the scheme will Our noise modelling assessment considered the change in road traffic

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increase traffic noise on noise at 8 locations on Wigmore Street. Results showed that of the 8 Wigmore Street receptor locations, four sites would have experienced a small adverse change and the remainder showed an imperceptible level of change.

Night-time road traffic noise calculations were performed for two locations along Wigmore Street (1. between Portman Square and Duke Street, 2. Outside Wigmore Hall) to identify potential noise effects due to rerouting of night buses on Wigmore Street. Results indicate a negligible increase in road traffic noise at the first location, between Portman Square and Duke Street, and a negligible decrease in road traffic noise at the second location, outside Wigmore Hall.

We had intended to undertake comprehensive noise monitoring throughout the Oxford Street West district both before and after the implementation of our proposals. If there were found locations that experienced a considerable increase in air pollution or noise levels as a result of the scheme then mitigation measures would have been considered.

Support for electric buses on We noted this support. Wigmore Street Support rerouting of buses onto Wigmore Street Suggest banning private Wigmore Street is a classified A-Road providing an important east-west vehicles from Wigmore Street link across the West End. There are also numerous properties and connecting streets that require access from Wigmore Street. Prohibiting private vehicle from using the street either entirely or in one direction only Suggest making Wigmore Street would have the likely impact of reassigning traffic further north into the one-way with a cycle contraflow less suitable streets in Marylebone.

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We are committed to reduce the number of Londoners exposed to excessive noise level from road transport in London.

A key objective of the transformation of Oxford Street and the surrounding area was to have reduced traffic volumes and create a more pedestrian- friendly environment, reducing the impact from vehicle traffic

Reducing the noise impacts of motor traffic can directly benefit health, Concern over the current level improve the ambience of street environments and encourage active travel of noise on Wigmore Street and human interaction. Our air quality and emissions modelling demonstrated that pollution would Concern that planned traffic light have been largely improved along Wigmore Street as a result of our phasing on Wigmore Street will proposals. result in more pollution Concern about loss of access to Access to Wigmore Street by car, taxi, buses and coaches would have Wigmore Hall by car/taxi been maintained under our proposals. Suggest that disabled / drop-off access must be maintained to Wigmore Hall Suggest through coaches This would be an issue for Westminster City Council to consider as they should be banned develop new proposals for the transformation of the area. Suggest restricting parking on A principle in the development of our proposals for the transformation of Wigmore Street Oxford Street was to ensure that resident and disabled parking would be protected.

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Theme Issues raised Our response

Over the last 12 months there has been a 40 per cent reduction in buses Buses on Oxford Street and the surrounding roads. Under the proposals for the Oxford Street West Transformation, buses would have been pulled back to station hubs such as Paddington or they would have terminated at either Marble Arch or Oxford Circus. The overall volume of buses in the area has fallen and would have continued to fall.

Two bus routes would have serviced the Oxford Street area by using Wigmore Street to the north, with a maximum of 36 buses per hour; equating to 18 eastbound and 18 westbound. This corridor currently carries more than 900 vehicles per hour during peak periods; it was Concern about the impact of the considered that the additional 36 buses per hour would not have proposed bus routings onto significantly contributed to any increase in congestion on the Wigmore surrounding roads Street corridor. The locations were carefully chosen to ensure the best interchange is available for passengers and ensures sufficient capacity would have been Concern or comment on provided. The proposals had already addressed the issue of standing proposed bus stop /stands buses at Marble Arch by joining routes 10 and 23 to reduce the locations /capacity (e.g. Marble requirement for standing space here. Arch) The routes serving Oxford Street West have already been reduced from 12 to 9 bus routes as part of the West End service changes delivered last Suggest rationalising bus routes year. Further changes in addition to those proposed as part of the project / reduce number of buses along are not feasible. Oxford Street Support for electric buses We noted this support. Electric buses are still being trialled by TfL and it is

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not clear that these would have been available for use in this location. We would have continued to improve the emissions standards of the bus fleet. Buses remain a key part of the transport network in London, carrying very significant numbers of passengers. The bus network is regularly reviewed to ensure capacity and frequencies match peak demand. Because of Support reduction in the number changing demand in central London we have already managed to reduce of buses (general - too many the number of buses using OSW by 40% and the project proposes further buses in London) reductions (see below). The number of bus services using Oxford Street was reduced from 12 Concern about number of buses routes to nine as part of TfL’s West End service changes introduced in currently using Oxford Street 2017. Routes 139 and 390 would have continued to run in close proximity to Oxford Street, on Wigmore Street. Oxford Street is generally not the busiest point on any of the routes that currently run on Oxford Street. Assuming a large number of passengers would have chosen to walk the relatively short distance trips. A smaller proportion of passengers would have chosen to interchange onto either route 139 or 390, which our data suggests would provide sufficient capacity to meet the remaining demand. Concern about the impact of the This would have been reviewed after the changes are in place. scheme on bus overcrowding The target date for the service changes to facilitate the transformation of Suggest the alternative bus Oxford Street West Transition was 1 September 2018, which was in routes should be in place before advance of the transformation of this section of Oxford Street. pedestrianisation Suggest more prioritisation of TfL will continue to work with the central London boroughs to look at buses in central London targeted prioritisations of buses. Suggest making interchange The new bus stop locations we have chosen had been carefully easier e.g. single bus stops/ considered to ensure the best interchange was available for passengers. onboard announcements London’s bus network already features a system of on-board

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announcements, to assist passengers in using the network. Suggest implementing tougher TfL is already investing in new, more environmentally friendly buses for emissions control and traffic the fleet. By 2019, all buses operating in central London will meet the management for buses ‘Euro VI’ standard in engine technology. These produce 95 per cent fewer harmful NOx emissions than the previous generation of buses.

We proposed a number of bus priority measures such as turning movements that are only permitted by buses and streets that are only open to buses, taxis and cycles such as Margaret Street and Orchard Concern over the lack of priority Street (southbound). In addition, the traffic signal ‘SCOOT’ system that given to buses synchronises traffic signal timings and responds to changing traffic demands in real time includes priority for bus routes. As we had decided to remove all buses from Oxford Street West, bus stops (or bus lay bays) were not required. Between Marble Arch and Orchard Street, the bus stops are located where other vehicles can safely pass buses stationary at the stops. Many of the bus stops on Oxford Street are already in lay-bys or located such that traffic is able to pass a stationary bus. The provision of bus stop lay-bys requires the removal of footway. Pedestrian over-crowding is already an issue along Oxford Street and is likely to become worse with the opening of the Elizabeth Line. If it were proposed to retain buses on Oxford Street it is likely that the bus stop lay-bys would be removed to increase the footway width and reduce pedestrian over-crowding. Suggest introducing bus lay-bys However, the number of buses on Oxford Street has been reducing over on Oxford Street to reduce recent years and this should mitigate, to some extent, the impact of buses impact on traffic flow/congestion stopping in the carriageway. The relocation of buses away from Oxford Street itself may have made Oppose the proposed mobility accessing Oxford Street more difficult for some people. We were bus service therefore investigating the feasibility of providing an additional mobility

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service to help mitigate the impact of this change. Support the removal of bus We noted this support. stands on Hollies Street and Harewood Place We had amended our proposals for this bus stand. It would have only Concern that proposed new bus been utilised from midnight until around 5am. From 6am until 10pm the stop on Great Castle Street for kerbside would have been available for loading and would have operated route 55 will block a loading bay in a similar manner to existing. Bus flow on Great Portland Street between Oxford Street and Margaret Concern that proposed new bus Street would have been northbound only. The stand was positioned so stop on Great Portland Street for that two-way traffic would have still been possible when the stand was in route 25 will block two way use. routing off buses Concern regarding impact of The bus stop location had been assessed against alternative locations in planned bus stop at 87-89 the local area and this location provides the optimal balance between bus Wigmore Street (Global Luxury stop spacing, available footway width, and traffic operations. Detailed London Ltd) on trade discussions were underway with key stakeholders to determine the exact location of the bus stop infrastructure Oppose implementation of a bus stop at 91 Wigmore Street Suggest that bus stop planned for 91 Wigmore Street is relocated further west, between Duke Street and Orchard Street

Suggest all bus drivers serving Such training is already provided to bus drivers in London. the area are trained regarding allowing disabled and older passengers to board/alight the

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bus

The eastern section of Oxford Street is different from Oxford Street West in the nature of the street, the surrounding traffic network and in the Concern that there is not a character and land uses of the surrounding districts. Our vision was to parallel road in the East side for transform Oxford Street East and the surrounding district however we had buses made no assumptions about what changes should be proposed.

Suggest buses could be routed The eastern section of Oxford Street is different from Oxford Street West north on Great Portland Street in the nature of the street, the surrounding traffic network and in the from Oxford Street character and land uses of the surrounding districts. Our vision is to transform Oxford Street East and the surrounding district however we have made no assumptions about what changes should be proposed. Suggest bus stops in the area All bus stops within the study area would have been made accessible as should be accessible part of the proposals

Over the last 12 months there has been a 40 per cent reduction in buses on Oxford Street and the surrounding roads. Under the proposals for the Oxford Street West Transformation, buses would have been pulled back to station hubs such as Paddington or they would have terminated at either Marble Arch or Oxford Circus. The overall volume of buses in the area has fallen and would have continued to fall.

Two bus routes would have serviced the Oxford Street area by using Wigmore Street to the north, with a maximum of 36 buses per hour; equating to 18 eastbound and 18 westbound. This corridor currently Concern about the impact of the carries more than 900 vehicles per hour during peak periods; it was proposed bus routings onto considered that the additional 36 buses per hour would not have surrounding roads significantly contributed to any increase in congestion on the Wigmore

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Street corridor. Support improved cycle Cycling infrastructure on Oxford Street We recognise that cycling is an important healthy and sustainable mode Concern about proposals' lack and it has been considered throughout the project area, however space of detail on cycling provision on Oxford Street West is constrained and in high demand from a number Support improved cycling of competing users. Following a review it has been concluded that cycling infrastructure on alternative infrastructure on Oxford Street itself cannot be provided while also streets (e.g. east - west meeting the requirements of other road users. segregated corridor) Concern that cycling provision To ensure any cycling proposals were up to the standard now expected in will not be of adequate quality London, they were not included in the Oxford Street West consultation to allow sufficient time for design & modelling. A subsequent consultation was proposed for later in 2018.

We had committed to delivering cycling routes in the district and improve connections to existing cycling routes, this included proposals for a high Suggest allowing cycling would quality segregated east-west cycle route to the north of Oxford Street and encourage the use of active a number of signed quieter routes to get cyclists as close to Oxford Street modes and alleviate congestion as possible and to tie into the future surrounding cycle network being on public transport delivered through the Central London Grid. Suggest segregated cycle lane on Oxford Street Suggest shared space between Our decision to propose the ban on cycling along Oxford Street is based pedestrians and cyclists on upon a number of considerations -including road safety, pedestrian Oxford Street comfort and the views of a wide range of stakeholders. Pedestrian flows on Oxford Street are amongst the highest in the UK and are forecast to Oppose shared space between increase following the opening of the Elizabeth line later this year. pedestrians and cyclists on Consequently, we worked to develop a world-class pedestrian-friendly Oxford Street environment in the heart of the West End. Due to the very high numbers

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of pedestrians using Oxford Street, we believed that permitting cycling would have had a detrimental effect upon pedestrian comfort levels and quality of the space we are able to offer. It would also not provide a suitable environment for cyclists looking to travel through the area.

. A segregated cycle track that operates for part of the day, when pedestrian flows are lower, could be confusing, would be difficult to enforce and might act as a barrier for those pedestrians moving between shops on opposing sides of the road.

Concern that the scheme will Certain journeys that have historically used part of Oxford Street West have a negative impact on cycle may see increased journey times but others would benefit from new safe journeys cycle routes throughout the area Suggest additional cycle parking Our cycle parking strategy proposed additional cycle parking throughout and storage on or in proximity to the area Oxford Street Cycling numbers on Oxford Street West are not particularly high with most choosing other parallel routes instead. By improving these routes we Concern that the scheme would benefit more cyclists and also enable greater public realm and doesn't support cycling walking benefits along Oxford Street

Suggest the alternative cycle An alternative route for cyclists was proposed to be in place to coincide route should be in place before with the removal of traffic from Oxford Street West pedestrianisation Suggest allowing cycling would Our strategy looked to provide a network of safe and quiet cycle and encourage the use of active walking routes throughout the area which would have encouraged the use modes and alleviate congestion of active transport modes over the use private vehicles.

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on public transport

A number of north-south crossings would have been open to cyclists: Duke St northbound, Vere St/Bond St southbound, Harewood Pl/Holles St Concern that cyclists won't be two-way, and southbound cyclists would be permitted up to the very able to cross Oxford Street on a southern end of James St but would have been encouraged to walk their North-South axis bikes across Oxford Street to continue through to Gilbert St. A quietway route is proposed to cross the Oxford Street West study area Suggest implementing a North- via Harewood Place and Holles Street. The Walking and Cycling Strategy South segregated cycle route would then build on this to add connections to the rest of the network. Plans for a high quality east-west cycling route north of Oxford Street Concern about E-W cycling have been progressed and were due to be consulted upon later in 2018 We agree that cargo bikes could make a useful contribution to removing Suggest increased use of cargo or reducing the number of freight vehicles in the area, and would bikes/delivery by active travel encourage all businesses to consider their use. methods Concern about cyclists using TfL’s Cycle Safety Action Plan describes a range of actions to improve pavements safety and so encourage more people to cycle. It additionally describes Suggest better policing and ongoing work to tackle anti-social or illegal road user behaviour, including enforcing of cyclists amongst some cyclists.

Concern scheme will not Safety for cyclists is a significant issue on Oxford Street under the existing improve cycle safety conditions. The Walking and Cycling Strategy proposals aimed to improve Suggest comprehensive cycle the surrounding network along key cycling corridors linking other parts of network in the surrounding area, the network together so that cyclists can bypass Oxford Street. connecting to existing cycling infrastructure Suggest elevated cycle route The provision of such infrastructure would require significant amounts of along Oxford Street land. The area is constrained by buildings and sufficient space would not

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be available. While such measures may be useful for some cyclists travelling through the area, providing sufficient permeability to and from the structure to the surrounding shops, businesses and side roads would require many access ramps. Using an elevated structure would require considerable exertion from cyclists and some may choose not to use it. An elevated structure would also create significant visual intrusion in the area. Suggest additional cycle hire There are no immediate plans to provide additional docking stations docking stations however this would be reviewed again in future. Suggest expanding cycle hire facilities

Research demonstrates that contraflow cycling behaviour does not endanger pedestrians (https://trl.co.uk/reports/TRL358). Contraflow cycling can be applied as a traffic calming feature to improve safety as Concern about contraflow cycle well as delivering cycling permeability benefits. Having carefully lanes being dangerous to considered the issue, we have decided not to allow cycling on Oxford pedestrians Street. We were committed to delivering the Oxford Street Walking and Cycling Strategy. The objective of this is to create a grid of cycling routes in the Concern about cycling (general) district and improve connections on existing cycling routes. Our proposals were intended to ensure the Oxford Street district would be Concern that there are no rules a safe and pleasant place to use for everyone. WCC were progressing for other two wheeled modes of the development of a management plan for the area which would have transport (e.g. - skateboards, include measures to ensure compliance with any new restrictions, electric scooters etc.) particularly in residential areas. Suggest introducing signs to We recognise that cycling is an important healthy and sustainable mode caution and alert cyclists that and it has been considered throughout the project area, however space pedestrians have priority in the on Oxford Street West is constrained and in high demand from a number

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space of competing users. Having carefully considered this issue, we have decided not to allow cycling on Oxford Street West. Guidance from European countries with a longer history of cycle provision indicates that Concern the scheme sets a the pedestrian volumes on Oxford Street during the day are such that precedent by suggesting cyclists permitting cycling is not recommended. Oxford Street is extremely and other modes cannot co- unusual in the volume and mix of pedestrians who use the area and it is exist not believed that this would be taken as a precedent. Suggest disabled cycle parking Cycle parking would have been available for disabled cyclists on the side on Oxford Street roads, as close to Oxford Street as possible. Tourists would have benefited from the proposed cycling facilities Suggest planning cycle routes for tourists TfL has a vision for investing in London’s road network, including investing Suggest using more funding on in new cycling infrastructure. Further details are on TfL’s website cycle infrastructure https://tfl.gov.uk/campaign/our-plan-for-londons-roads Suggest connecting the A key objective of the Walking and Cycling Strategy was to improve proposed east-west cycle routes connections to existing cycling routes, including Tavistock Place. to Tavistock Place Concern about moving cycle There is currently no cycle parking on Oxford Street itself as it is located parking from Oxford Street to on the side roads. surrounding streets The Walking and Cycling Strategy aimed to deliver a grid of routes through various street environments to provide for different cycling abilities and preferences. This would have spread cyclists out and provide Concern about bike congestion more options. In addition, consideration of future cycling demand would on surrounding streets have been built into the design proposals.

Suggest allowing cycling would We recognise the health benefits of cycling, which is why we were be beneficial for public health committed to delivering the Walking and Cycling Strategy which would

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have provided safe routes throughout the Oxford Street district. Research by the Transport Research Laboratory demonstrates that contraflow cycling behaviour does not endanger pedestrians Concern that the contraflow lane (https://trl.co.uk/reports/TRL358). Contraflow cycling can be applied as a for cyclists on Binney Street will traffic calming feature to improve safety as well as delivering cycling be dangerous for pedestrians permeability benefits.

Suggest providing improved and We were committed to delivering the Walking and Cycling Strategy. The safe cycle tracks on routes objective of this was to create a grid of cycling routes in the district and surrounding Oxford Street improve connections on existing cycling routes. It would also have Concern over insufficient included measures to assist with wayfinding. provision for cycling (general) Suggest improved cycle provision / cycle facilities (general) Suggest clear wayfinding for cyclists in the area Using a cycle for journeys is space efficient, is good for air quality and has Oppose prioritising cyclists over health benefits and therefore supporting more people to cycle more often other road users is consistent with national, London-wide and borough objectives and policy.

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Motorcycle parking would have been increased by seven bays as a result Motorcycles Suggest improvements to of the transformation of Oxford Street West; this is an increase of five motorcycle facilities in the bays since the kerbside design proposals presented in the consultation. It surrounding area (e.g. parking, will be up to Westminster City Council to include these within their own bus lane access) proposals for the transformation of Oxford Street. Suggest the proposals should As part of our proposals, and to ensure good public transport provision Public transport include provision for public was maintained through the west end, we would have re-routed 2 bus transport (i.e. maintain some routes on Wigmore Street and also introduced a trial mobility service to buses, introduce an alternative ensure we cater for those more vulnerable road user groups to ensure public transport service along Oxford Street is accessible to all Londoners and visitors alike. . Oxford Street such as tram or other shuttle service) We are confident that there would have been adequate public transport provision within the west end should the transformation of Oxford Street have proceeded. This include re-routing several bus routes onto parallel Concern over loss of public roads, the opening of the Elizabeth line in December 2018 which is one of transport alternative to the the largest public infrastructure projects in Europe as well as trialling a underground in case of dedicated mobility service to ensure Oxford Street is fit for the 21st disruption (e.g. industrial action, Century and open to all who want to visit this iconic street. major events, bad weather) As part of our proposals to transform the district and not just Oxford Street itself, we would have moved 2 bus routes onto Wigmore Street to Suggest introducing affordable ensure all Londoners could continue to travel through the west end and public transport options in the continue to benefit from a service which is cheap, reliable and fully surrounding area accessible. Public transport, walking and cycling can, and already do, cater for a Suggest public transport is not significant majority of trips in central and inner London and we want to always suitable as an alternative build on this. The use of efficient, active and sustainable modes of travel to car would improve air quality, congestion, road safety and overall quality of

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life. Private car use is already prohibited on Oxford Street and this would not change under our proposals. The public transport access to the area would improve on its already high Suggest improving the existing standard with the opening of the Elizabeth line in December 2018 and the public transport instead biggest public transport investment in Europe.

London’s public transport network is indeed one of the most iconic, well used, reliable and safest forms of travel in the world. However, it must Suggest that existing public adapt to changing lifestyles and therefore an emphasis on healthy and transport system is good active forms of transport require the investment the Mayor has set out in enough his Transport Strategy.

Concern about the current Under current legislation there are no legal powers available to introduce Taxis & Private number of private hire vehicles a cap on the number of Private Hire Vehicles operating in London; TfL is Hire legally obliged to issue a licence to anyone that meets the criteria for licensing. TfL is working with Government on potential legislation to restrict cross border hiring in order to stop vehicles working predominantly Suggest limiting the number of in areas for which they are not licenced and to provide TfL with taxis and private-hire vehicles appropriate powers to cap numbers. The number of private hire vehicles has grown from 49,355 to 87,409 between 2009/10 and 2016/17. There were a number of new taxi ranks being proposed in the side streets Suggest taxi pick-up and drop- in close proximity to Oxford Street; in fact there was a net increase in the off points near Oxford Street provision of taxi pick-up and drop-off points. Suggest that taxi ranks should All of the proposed taxi ranks were on immediate side streets off Oxford be sited closer than 200m to Street West, and at key demand points that the taxi trade and key Oxford Street to assist accessibility groups identified to us. passengers with limited mobility Allow private hire vehicles to This would have been reviewed, however the sheer volume of PHVs in access roads restricted to buses comparison with taxis would mean that removing a PHV restriction could

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and taxis only have very significant impacts. There would have been three new taxi ranks as a result of the scheme but three ranks would have also been removed from Oxford Street. Across the study area, rank capacity is increased by 12 taxis. All of the proposed taxi ranks were on immediate side streets off Oxford Street West at key demand points that the taxi trade identified to us. This increase in taxi rank space maintains a high level of access given that Concern scheme will cause an pick-up/set-up would not be possible on Oxford Street West itself. The increase in taxi ranks in the Experimental Traffic Regulation Order and monitoring strategy would have surrounding area allowed us to review and mitigate any issues that may have arisen. . The motorcycling parking and taxi rank around Cavendish Square are Objection to taxi ranks and already in place. The Experimental Traffic Regulation Order and motorbike parking on Cavendish monitoring strategy again would have allowed us to review and amend as Square necessary. The previously proposed pedestrian zone restriction on James Street between Picton Place and Barrett Street is just one of many examples of how proposals had changed following feedback from the consultation. Suggest allowing taxis This means all traffic would continue to have access to James Street 24/7. southbound access on James South of Barrett Street access would have been timed access in Street agreement with the local properties requiring access. Suggests additional taxi ranks If traffic had been removed from Oxford Street there would be no taxis or on Oxford Street taxi ranks along the street. However our proposals included providing new Suggest retaining access for taxi ranks on side roads as close to the street as possible. . zero-emissions taxis

Private hire vehicles are only permitted to pick up pre arranged bookings Suggest that Private Hire and are not permitted to pick people up from the side of the road, so we Vehicles are provided with would have and continue to have no plans to provide Private Hire ranks. dedicated ranks/pick up points

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Concern that lack of taxi access Our proposals would enhance the attractiveness of the Oxford Street will mean lack of taxi revenue district for residents and visitors. Furthermore, we have ensured that taxis and therefore won't be able to would have access to drop off and collect passengers at the rear of larger afford ZEC taxis stores and on each of the side roads to Oxford Street West. We therefore do not believe that the transformation of Oxford Street would lead to a Concern about the impact of the lack of taxi revenue. The Mayor has also set aside money within TfL’s scheme on taxi industry budget to assist taxis upgrade / exchange older vehicles. We carried out detailed traffic modelling of the proposals for the transformation of Oxford Street West and the wider district. This allows us to predict what travel impact the proposed changes would have on road users, including taxis, and bus passengers. This information can still be found on the TfL website and includes the impacts of the scheme on Concern proposals will increase traffic in the surrounding areas which demonstrates that a lot of concerns journey times for taxis raised would not have taken place as many had predicted. . Suggest more taxi ranks are Taxi rank use would have been monitored during the wider monitoring of needed in surrounding roads the project, but we consider the proposals for taxi ranks put forward would than proposed have been sufficient. The proposals intended to provide new space for pedestrians, and new Suggest retaining access for high public spaces. Access arrangements at different times of day zero-emissions taxis remained for discussion. If traffic is removed from Oxford Street the available space to allow for drop off and pick up in the vicinity of Oxford Street is reduced. Taxis are an integral part of our transport provision in London, especially for those more vulnerable road user groups, so if we remove some taxi ranks from Oppose the inclusion of more Oxford Street we need to ensure we provide alternatives as close as taxi ranks possible.

Suggest renewing UBER license The transformation of Oxford Street is not directly related to any particular private hire licence.

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TfL, as the regulatory and licensing authority for the taxi and private hire industry must determine if an applicant is fit and proper to hold a private hire licence. We are pleased to see that the recent high court judgement agreed that they were correct in their previous decision and welcome UBER’s changes to their practices as a result. Suggest reducing the use of Taxis play an important role as part of London’s transport infrastructure, taxis and are expected to continue to do so.

A Cost Index model is used when reviewing taxi fares and tariffs and the model tracks changes to a number of different elements associated with operating a taxi in London. One of these elements is vehicle costs. You can find a copy of the 2017 taxi fares and tariffs consultation on our website (https://consultations.tfl.gov.uk/tph/taxi-fare-and-tariff-review- 2017/). Also available are the figures used in the Cost Index update at the time of the consultation, these include taxi vehicle information which you can find in this document (https://consultations.tfl.gov.uk/tph/taxi-fare-and- tariff-review-2017/user_uploads/cost-index-and-tariff-information.pdf)

The Cost Index is used to track changes to elements associated with operating a taxi in London and this produces a figure which average taxi fares could be updated by. However, it can still be decided to not update fares and tariffs by this figure and for alternative changes to be made. For Concern that taxis are too example last year only Tariffs one and two were updated but no change expensive in the area was made to Tariff three or the tariff rate for journeys over six miles.

Suggest taxis should have the Each bus priority measure was assessed individually to determine same level of access in the whether taxis should have permitted access as well. All of the bus priority surrounding area as buses measures we proposed for Oxford Street West would have permitted taxi

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access.as a result.

The arrival of the Elizabeth Line is expected to add significant extra Underground capacity to the Public Transport network, which would assist in mitigating crowding. The local improvements across the Oxford Street area were Concern about the impact of the intended to encourage more walking and cycling, alleviating some scheme on the underground pressure. It was not expected that the project itself would add extra network (overcrowding) pressure to the underground network. The entrances to the new Elizabeth line stations at Bond Street and Tottenham Court Road will have step-free access from the train to street level. Each of these stations will have two entrances - Bond Street in Davies Street and Hanover Square, and Tottenham Court Road in Dean Street and St Giles Circus. There are currently no plans to make Oxford Concern about no step-free Circus or Marble Arch stations step free, however TfL is working to deliver access at underground stations a £200m programme to provide step-free access at around 30 stations in the area over the next five years. Concern that the underground is The opening of the Elizabeth line in December 2018 will provide a further currently not a suitable public way of travelling to/from and through the district. transport option (e.g. due to congestion, accessibility, fares It was proposed that two bus services would maintain the east-west link etc.) through the district. In addition, many travellers use season ticket passes Concern that the underground is in central London and would therefore not have faced any increase in too expensive if other options travel costs. are removed Suggest better wayfinding and We had proposed providing better wayfinding and signage throughout the signage around the Marble Arch district as part of our proposals. underground station Suggest introducing baggage There are no plans to introduce baggage scanning on the Underground. scanning for the underground The vast number of passengers – over 1 billion trips a year are made on

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the Underground – would make this impractical.

The number and complexity of the network of underground cables, pipes, basements and services means that providing Underground exits for retail stores is very expensive. However, where this is practicable with a new Suggest implementing development, such as the West One development at Bond Street station, underground exits for the retail this is done. stores Suggest renovating and TfL already has a programme of improving Tube stations. Bond Street improving Underground stations and Tottenham Court Road stations have recently been renovated as part of the Elizabeth line project. Suggest more entrances/exits to There are no plans currently to introduce more entrances and exits to the the Underground Underground. TfL have carried out a feasibility study into how Oxford Circus can accommodate increasing passenger numbers over the medium to long-term. Suggest free underground A significant proportion of people who might be less able to walk longer journeys for those less able to distances will have a Freedom Pass giving them free travel on the bus walk long distances and Tube. In addition, it is proposed that a number of bus services will maintain the east-west connectivity through the district. Suggest restricting underground There are fewer customers using Oxford Circus station on Saturday and use at weekends to reduce Sundays compared to Monday to Friday. The Mayor’s Transport Strategy overcrowding on Oxford Street seeks to increase the numbers of people using sustainable modes of transport including Tube; therefore there are no plans to discourage use at weekends.

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Theme Issues raised Our response

The development of proposals for the transformation of Oxford Street Walking and Suggest walking routes to/from West sought to improve the experience of walking to and from new pedestrian the new Crossrail stations are Elizabeth line stations. experience considered Suggest reinstating alleyways The alleyways and pedestrian cut-throughs that are currently blocked and other pedestrian cut owing to construction and development works will be reinstated once throughs those works are completed. With the removal of traffic from Oxford Street West more space would Suggest areas where have been available for pedestrians and this would reduce pedestrian pedestrians cannot wait/ congestion and allow people to move more easily at their own pace. A ‘no congregate waiting’ zone for pedestrians is unlikely to be a practical option however.

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Design issues

Theme Issues raised Our response

Ensuring there is sustainable green infrastructure is a key deliverable of Design the project. There are a number of constraints owing to the amount of Support more green spaces, below-ground services but the project aims to deliver a net increase in vegetation and trees greening across the district. The choice of materials for all aspects of the first stage of the transformation of Oxford Street would be carefully considered. This would Suggestions on the choice and help to inform the public realm design strategy for the permanent scheme. quality of design materials, Materials would need to be robust and aesthetically pleasing to help colours, street furniture, lighting improve the look and feel of the district. etc. The installation of drinking fountains is within the scope of the permanent scheme. Under our plans, There may have been some opportunity to introduce these earlier subject to discussion on management and health and safety. A Wi-Fi network is being rolled out in parts of the West End Suggest the design should and it is hoped that a seamless service can be provided where third provide wayfinding and public parties are planning to introduce this free service. Westminster City facilities (e.g. toilets, drinking Council was working with key stakeholders to develop this further. The water fountains, phone number of disabled on-street toilet facilities would be maintained during charging, Wi-Fi) the first stage of the transformation of Oxford Street. These were purely illustrative to give consultees an understanding of the scope of the public realm elements. We would have commissioned artists to develop the final concepts for the street. Street furniture would be fit for Oppose the choice of design purpose but would also add an element of interest to the streets they are materials, colours, street situated on. The first stage of the transformation of Oxford Street would furniture etc. shown on the have tested the appropriateness of the final elements and inform the visualisations design strategy and brief for the final scheme.

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Better and additional appropriate public seating would have been Suggest the proposed scheme delivered as part of this project. We were considering a range of seating should include more seating options and arrangements as well as locations to suit a number of (e.g. in both public and private) different users, some with specific requirements. We were considering all options in relation to security measures. Our Suggest providing security scheme would have needed to provide an appropriate level of security but design features (e.g. bollards, also ensure that measures actively contribute to the public realm and not barriers, planters) detract from it. All street clutter would have been minimised. The approach would be that everything on the street must have a role and purpose and where we can Suggest minimising street clutter combine elements we would look to do so. This is because one of the in the proposed design project imperatives is to provide as much flexible space for pedestrians. Suggest looking at international A number of case studies have been reviewed by the project to best practice examples understand and learn from other schemes in other cities. Our artists’ impressions didn’t show a children's playground per se, rather Concern about the proposed an opportunity to introduce a range of more playful street furniture to children's playground on Oxford better ‘activate’ some of the side streets. Our plans would have sought to Street provide facilities that cater to a number of users and demographics. Such facilities are complex and can have significant maintenance implications. The provision of such facilities would also significantly Suggest introducing a moving reduce the footway space and would create a barrier to movement across walkway along Oxford Street the street. As such they were not to be taken forward in the final scheme. The painted carriageway, which would be designed by an artist, is a key deliverable being proposed by the project for the first stage of the Oppose the commissioning of transformation of Oxford Street. We believe this would have provided an artist another dimension and layer and been a positive addition to the street. There are practical difficulties in introducing such measures as they Support the introduction of fast cannot legally be enforced, however with the removal of traffic at busy and slow walking lanes times from Oxford Street more space would be available for pedestrians.

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This would reduce pedestrian congestion and allow people to move more easily at their own pace. Experience elsewhere suggests that many pedestrians would still walk along the building line, as they access shops and window shop, it is therefore anticipated that there would be less congestion in the middle of the street and those wishing to move more quickly could walk in this area. The design of the street would need to balance the many, diverse needs of those using it. While movement is important, people also need places to pause (and sit down - particularly important for disabled and elderly people) and areas for more diverse uses that would enrich the experience Concern about proposed of the area (beyond shopping and walking). Therefore, great care would obstructions in middle of the be taken to place street furniture only where it is needed and where it street (e.g. stalls, lawns, garden would not unduly obstruct pedestrian movement. This would be modelled furniture, playground etc.) using micro-simulation software. This would be for individual landowners or retailers to bring forward if they wish to, and for Westminster to consider. However owing to the level of Suggest introducing pedestrians and the objective to keep sightlines unrestricted we had not canopies/cover along the street promoted this concept as part of the scheme. Where possible we would have widened footways to provide a much Suggest widening pavements in improved space for pedestrians. More space for pedestrians is one of the the surrounding area strategic imperatives of the project. The intention is to deliver more public art for both the first and second Suggest that a wide variety of stage of the transformation of Oxford Street. We would therefore have artists to be involved in the commissioned a range of artists to deliver new and exciting public art delivery of the scheme interventions across the district. The introduction of diagonal crossings would reduce the number of times Suggest maintaining the the pedestrian green man can be shown each hour, dis-benefitting diagonal crossings at Oxford pedestrians overall. With the closure of the western arm of Oxford Circus Circus pedestrians would be able to access all areas of the junction with a single

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road crossing and the requirement for diagonal crossings is reduced. The reallocation of road space from motor vehicles to active modes of travel such as walking and cycling could have an impact on congestion Suggest pavement depending on the specific design. To mitigate this, the road network had widening/narrowing of road been analysed at the district level to implement changes that limit this space is responsible for traffic impact, such as converting streets to two-way and reversing one-way congestion and pollution streets. The provision of such infrastructure is very expensive and requires significant amounts of land for access ramps, ventilation and emergency egress. The area is constrained by buildings and sufficient space would not be available while maintaining access for other users. An underpass must also avoid the Underground and any infrastructure used by utilities companies, including water and gas pipes. . Such an underpass may also only remove a limited number of vehicles from the relevant section of the network as in Central London few vehicles are making long distance Suggest tunnels for traffic through journeys, but rather shorter, circuitous journeys which may not be should be considered accommodated by a limited access / egress tunnel. Concern that some public All the spaces, both existing and proposed within the district, are on spaces might be privately existing public highway. All spaces would have remained open to the owned (e.g. pseudo-public public and free for them to use and enjoy. The management of these spaces) spaces by Westminster would have reflected this. Support artwork proposals We noted this support. We are committed to appropriate planting and adding street trees where practical. This is a challenge on Oxford Street West as there are so many constraints, particularly below ground (utilities/ London Underground infrastructure). This is why we have proposed planters for the first stage of the transformation of Oxford Street, which are a practical and deliverable Oppose the proposed planting solution within the time and budgetary constraints. We would seek to plant solutions street trees in the permanent condition.

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The provision of such infrastructure is very expensive and requires significant amounts of land for support and access ramps. The area is constrained by buildings and sufficient space would not be available while maintaining access for other users. Such provision may also only remove a limited number of vehicles from the network as in Central London few vehicles are making long distance through journeys, but rather shorter, circuitous journeys which may not be accommodated by a limited access / egress elevated roadway, and can introduce pressure to the surrounding network.

An elevated structure would also create significant visual intrusion in the Suggest building elevated roads area, and damage the quality of the city experience. for traffic The footway and carriageways on Marylebone Lane have been designed Concern regarding the widening appropriately to ensure that the street would operate successfully for of Marylebone Lane vehicles and pedestrians. Guardrails have been shown to have no clear safety benefits as pedestrians walk around them (DfT Local Transport Note (LTN) 2/09). In Suggest introducing guard rail to addition, they clutter the streetscape and limit the potential of the public increase safety for pedestrians realm. The design of the new public realm would have considered a range of options for how to best improve way-finding for pedestrians. We would have worked with an artist to develop these ideas further and would also Suggest painting lines on the have introduced guidance strips for the visually impaired to aid footway to direct pedestrians navigation in the street. The provision of such infrastructure is very expensive and requires Suggest introducing a raised significant amounts of land both for support and to provide access ramps walkway along Oxford Street for sufficient to accommodate all users, including those with a mobility faster pedestrians impairment (including those with prams or heavy shopping). The area is

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constrained by buildings and sufficient space would not be available without significantly impacting on other road users. While such a measure may be useful for a small number of pedestrians walking through Oxford Street, providing sufficient permeability from the structure to the surrounding shops, transport modes and side roads would require significant numbers of access ramps and/or access into private premises which may be closed at certain times. We intended to provide north-south crossing points for road users, including cyclists, at the junctions of Oxford Street West with Duke Street, Support keeping north-south Vere Street/New Bond Street, Davies Street/Stratford Place, Harewood routes open Place/Holles Street and Regent Street. Suggest ensuring drainage Designs were paying attention to drainage to ensure that we avoided systems are adequate to avoid ponding of surface water. pooling of waste water Suggest pedestrian crossings at As much as possible, pedestrian crossings at the north-south traffic routes the maintained junctions remain would have aligned with the northern and southern building line and the same width as the extended for the full width of the pedestrianised area. pedestrianised area Stratford Place is a cul-de-sac and access to properties in Stratford Place has to be maintained over Oxford Street from Davies Street as there is no alternative vehicular route.

Traffic flows in and out of Stratford Place was anticipated to be low and pedestrians should have been able to cross the area without difficultly. It Concern regarding the retention is proposed that the area would be designed in such a way that drivers of vehicular access on Stratford are aware that they are entering an area where pedestrians have priority Place over traffic and that they should take care and drive slowly. Concern about the location and The arrangement for the loading facilities on Holles Street would have operating hours of the loading been confirmed once further information is obtained regarding planning

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bays (e.g. Holles Street, Davies applications in the vicinity. In regards Davies Street, the loading bay Street) outside new Bond Street Station was removed from the design prior to consultation. There was another loading bay proposed on the opposite side of the street. This loading bay would have needed to be timed and only available during less busy periods. Suggest service vehicles should Whilst some north-south routes would remain open to traffic, we do not be able to access Oxford Street propose to allow vehicles to access Oxford Street as this would in forward motion from James significantly reduce the amount of available space for pedestrians. Street Having considered a range of feedback about this proposal, we had decided not to reverse the traffic direction on Picton Place. The operation Support the reversal of traffic of Picton Place would be monitored once our scheme is in place and the direction on Picton Place design could be altered should any issues arise. We published a significant amount of information about our proposals, including a number of ‘supporting factsheets’ which provided further information about a range of topics. These factsheets included the document ‘Design principles and concepts for the first stage of the Concern over lack of detail on transformation of Oxford Street’ which, amongst other issues, described wayfinding/signage and street how we would support wayfinding within a transformed Oxford Street furniture proposals West. Suggest designated areas for This is not with in the remit of this project, nor something that we have the smokers on Oxford Street legislative grounds to promote. Suggest using energy- Westminster City Council would need to consider what role such generating pavements technology might have as they develop new proposals for the area. Suggest banning advertising in Any advertising on-street would need to comply with Westminster City the pedestrianised zone Council policies relating to advertising. We noted these concerns and would have continued to explore what Concern about street lighting on further improvements were possible, for example through the second side streets stage of the transformation of Oxford Street.

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Theme Issues raised Our response

The project would have developed a strategy from Westminster City Council around activity and events that help to promote the district and Suggest creating a space provide realistic deliverables that would help to provide another layer of dedicated for public events interest to the area. Concern about energy waste Energy consumption is always a concern and we would have sought to due to proposed lighting minimise this in our proposals. We would also seek, where possible, to installations source energy from a sustainable supply. We agree. A good deal of analysis was done on this issue and we would have worked with Historic England and Westminster City Council's and TfL's heritage officers to develop proposals that would enhance the setting Suggest the design should of these heritage assets. The opportunity to celebrate the history of the enhance the setting of the area is something we were keen to explore through our public art heritage buildings commissions. We agree it is important to provide information and would have sought to optimise the way this is given, balancing physical and virtual infrastructure. We would have continued to provide Legible London signage and are looking at ways to augment this with tactile/ braille maps for the visually impaired. The New West End Company's Welcome Suggest information desks on (NWEC) Ambassadors provide information and NWEC was looking into street the provision of a public Wi-Fi service. Ensure that HGVs can navigate HGV swept path analyses have been undertaken to ensure that any roads and junctions which are vehicle that can perform a turn at \ junction at the moment would also reduced in width have been able to in future, with the transformation of Oxford Street West. Suggest the use of raised lines Careful thought, and liaison, was taking place around suitable measures in place of existing kerbs to to act as tactile guidance to people with visual impairments and guide provide guidance for blind dogs. pedestrians and guide dogs Concern about loss of post There was no proposed loss of post boxes. boxes

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Suggest working with The We had engaged a large number of stakeholders, including the Crown Crown Estate in developing Estate, in developing proposals for the transformation of Oxford Street, proposals for Oxford Circus and would have continued to do so. Concern the distance between The existing benches would have been replaced with more suitable ones. proposed seating is too high for In line with best-practice we had planned to provide these along Oxford people less able to walk Street at spacings of no more than 50m. Suggest the use of tactile and We would have provided the appropriate tactile and audible infrastructure audible cues at crossing points at all new crossings. The Orchard Street/Oxford Street junction was proposed as a T-junction. As such, diagonal crossings would not significantly improve the quality of the provision for pedestrians as they can make all possible crossing movements in a single action without the need for a diagonal movement. Diagonal crossings have the effect of increasing delay at the junction for Suggest allowing diagonal vehicles and pedestrians not using the diagonal movement as they crossing movements at Orchard require longer periods of time between green signals for safety and Street/Oxford Street capacity. Suggest maintaining a high Improving the side streets was an important part of our strategy to better quality design and materials for integrate Oxford Street West with its surrounding neighbourhood and care side street interventions would have been taken in the design of these at all stages of the project. We did so. For example we have met with Historic England and are liaising with Westminster City Council's planning and conservation Suggest engaging with heritage officers. specialists We would have looked to remove some of the visual clutter around ‘Winged Figure’ and would have taken care that anything added to the Consider how to enhance the streetscape does not detract from it. We would also have looked to place setting of ‘Winged Figure’ by public seating such that a view of the sculpture could be enjoyed by those Barbara Hepworth, at the Hollies pausing and sitting down. Street façade of John Lewis

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Theme Issues raised Our response

Suggestion that the design of a Streetscape and lighting would be sympathetic to heritage assets and our transformed Oxford Street briefs for public art were being drafted to encourage references in the should be influenced by the artwork to the rich history of the street and the surrounding area. street's heritage Suggest providing more We noted this suggestion and would have looked to ensure our urban information on proposals to realm and signage strategies effectively directed people to key locations direct people from Wigmore such as Bond Street station. Street to Bond Street tube entrances The provision of such infrastructure is very expensive and requires significant amounts of land both for support and to provide access ramps sufficient to accommodate all users, including those with a mobility impairment (including those with prams or heavy shopping). The area is constrained by buildings and sufficient space would not be available without significantly impacting on other road users. While such a measure may be useful for a small number of pedestrians walking through Oxford Street, providing sufficient permeability from the structure to the surrounding shops, transport modes and side roads would require significant numbers of access ramps and/or access into private premises which may be closed at certain times.

It would have had a profound impact on the look and feel of the public Suggest elevated pedestrian realm of Oxford Street. routes / mezzanine deck We proposed transforming the entire Oxford Street district, and in some cases we proposed closing some sections of side roads to traffic, to Suggest continuous pavement create greater space for pedestrians. Our plans included improvements treatment should be used on to the key routes passengers would take to and from new bus stops on side roads Wigmore Street.

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Theme Issues raised Our response

Suggest introducing parking for We did not propose to introduce parking facilities for mobility scooters as mobility scooters part of our plans. Access for emergency service vehicles was under active discussion with Concern regarding access for the services concerned and we would ensure all necessary access is emergency services retained. Emergency access to the street must be maintained for the safety of all Concern about pedestrian safety users. The emergency service vehicles would be travelling slowly, would when emergency vehicles are be conspicuous and the need to give way to them is clearly well required to access the street understood by all. Any mobility service we provide would have needed to integrate well with Suggest the proposed mobility the new public space we are providing and fit with the overall vision of service should be regulated to Oxford Street. This service would need to be frequent enough to be maintain the vision of an open convenient for those using it, but should not detract from the open space public space we provide or create congestion for pedestrians.

We were considering the development of a scheme for Oxford Circus and Suggest Oxford Circus should Regent Street that would complement both the phases of the project to be designed as a pedestrian address this issue. gateway to the entire district Support proposals for shared We noted this support. space on James Street, Picton Place and Barrett Street

A detailed analysis of pedestrian flow forecasts has been undertaken to Suggest the design should ensure sufficient footway widths are provided throughout the scheme. minimise the danger of injuries Along Oxford Street itself, one of the key drivers behind the removal of and crushing traffic is to maximise the space for pedestrians and improve road safety. Suggest introducing kerbs and The proposals did not include any areas where cyclists and pedestrians tactile paving between share space. All of the cycling facilities are part of the carriageway and

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pedestrians and cyclists are therefore separated from pedestrians by a kerb height. Tactile paving is provided at crossing points. The majority of the bus stops are not inset so that buses can stop close to Ensure bus stop cages are of the kerb without having to turn into the stop area. The exception to this is sufficient length to allow buses a partially inset stop on Oxford Street outside Marks and Spencer where to pull up close to the kerb detailed analyses have been undertaken to ensure the stop is of sufficient length. The proposals remove through traffic along the section of Weighhouse St directly outside the station entrance/exit. The footway would be flush with the carriageway to encourage pedestrian movement across and along the street. The proposals would also convert Gilbert Street into a cul-de-sac at the northern end to reduce traffic flow on the street and enhance the Suggest that measures are put pedestrian environment for those dispersing in that direction. The in place to disperse Bond Street proposals for Davies Street include raising the carriageway and reducing Elizabeth Line passengers from the traffic flow to access only to improve the pedestrian environment along Weighhouse Street that route as well.

Suggest providing more The Legible London pedestrian wayfinding is being reviewed as part of information on proposals to the scheme direct people from Wigmore Street to Bond Street tube entrances

Concern regarding inconsistent All of the proposed pedestrian crossing facilities have been designed to approach to providing road meet Westminster standards. This ensures that a consistent approach is crossing facilities for visually applied. impaired people

Concern regarding inconsistent

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approach to providing street furniture facilities (e.g. tactile paving) for visually impaired people Concern regarding lack of street furniture facilities (e.g. tactile paving) for visually impaired people Suggest that seating is suitable We agree and the seating we proposed be provided would be suitable for for elderly and disabled users all. Our aim is to make Oxford Street and its district attractive to all users Concern that play areas won't including families. We are not proposing formal play-spaces, but playful be used / are unnecessary street furniture that children can engage with in fun and imaginative ways. Suggest the areas should be We are aiming to make the area more integrated, offering people a more divided greater choice of things to do. Suggest initial proposals for the Oxford St. East were more We had not yet finalised any proposals for the transformation of Oxford appealing than revised version Street East. Suggest improved lighting on Oxford Street We agree and had proposed improvements to lighting. Suggest introducing a tannoy system e.g. to help locate We agree that public information systems are a good thing providing they missing children, announce do not cause a noise nuisance. We would have worked closely with the special events New West End Company on this. Suggest exposing the river that runs under Oxford Street in parts We wish to provide greater space for pedestrians on Oxford Street West; exposing the river in parts would reduce the space available. Suggest service vehicles should A number of layouts were currently being reviewed, including an option as

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be able to access Oxford Street described. The benefits and disbenefits of all options would be detailed to from James Street allow a final decision to be made. Suggest the introduction of clear The Legible London pedestrian wayfinding was being reviewed as part of and accessible signage and the scheme wayfinding The pedestrian crossings over the north/south traffic routes would have been made as clear as possible to both pedestrians and the drivers of vehicles. Owing to variations in highway layout it would not have been Suggest providing high quality, possible to provide the same layout at all crossings, but appropriate consistent provision for visually tactile, signals and other infrastructure would be incorporated (in line with impaired people at North-South the Westminster standards) to ensure they are clear to all pedestrians and crossing points safe and easy to use.

Support requirement for cyclists to dismount when using Oxford Street We noted this support. A Kerbside Plan was being developed for the area by Westminster which set out the proposed locations of taxi ranks and ‘blue badge’ parking bays. We proposed introducing new taxi ranks on the north/south streets crossing Oxford Street, as close to Oxford Street as possible to maintain accessibility to the area. ‘Blue badge’ bays were proposed across the Suggest taxi ranks and 'blue whole area to maintain area wide accessibility with many being situated badge' parking bays are located close to Oxford Street. within 50 m of Oxford Street We would have considered what types of street entertainment would be applicable to the District. Westminster’s Management Plan for the District Suggest implementing spaces would need to ensure all forms of on street activity can be adequately and for street performers effectively managed by the council and its partners.

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Suggest an open competition for The procurement strategy for the any final design has not been the final design developed. However as public bodies we would be required to adhere to procurement guidelines and work within these parameters. Suggest allowing local business/retailers to advertise in Westminster City Council has strict policies on advertising and this the pedestrian area suggestion is unlikely to meet the policy requirements of the Local Plan.

The eastern section of Oxford Street is different from Oxford Street West in the nature of the street, the surrounding traffic network and in the Oppose following the same character and land uses of the surrounding districts. Our vision was to activation and public art strategy transform Oxford Street East and the surrounding district however we had as for West made no assumptions about what changes should be proposed. Suggest introducing electric charging points for mobility scooters and electric wheelchairs This would be an issue for Westminster City Council to consider as they develop new proposals for the district. Suggest the design considers We were taking the safety and security of workers and visitors in Oxford Emergency facilitating emergency access to Street very seriously and were actively considering appropriate security access Bond Street measures for incorporation into the Oxford Street West scheme. We were Suggest increased measures working with colleagues from the police and other agencies, including a against terror attacks specialist design team contracted to develop a range of security options to keep people safe; some of which would be obvious, others less so. In Suggest that bollards at Oxford developing our security proposals for Oxford Street, we were working Street / Orchard Street junction closely with all three emergency services to ensure that their operational are straightened requirements would have been properly considered. Protective Security measures are now the responsibility of Westminster City Council and the Suggest avoiding the use of responsibility for considering these in future designs will fall onto barriers so as not to

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compromise emergency access and response Concern regarding the visual and spatial impacts of Hostile Vehicle Mitigation (HVM) measures

There were no plans to do this as part of the project. The relevant Suggest implementing a first aid emergency services are the best placed and most appropriate agencies to station on Oxford Street provide first aid. This is a matter for Westminster. We understand that the parking service Suggest better management of would have deployed a flexible pool of resource to provide high levels of parking on side streets to parking compliance which would have enabled emergency access when facilitate emergency access required. Suggest maintaining good We worked closely with all three emergency services to ensure that their access to fire hydrants and operational requirements were properly considered. buildings for fire inspections Review location and design of A number of options are being looked at for the management of waste bins on Oxford Street to along the street and would have been included in Westminster’sfinal minimise bin fires Management Plan. Suggest ensuring that the In developing our security posture for Oxford Street, we worked closely emergency services can access with all three emergency services to ensure that their operational Oxford Street only when requirements were properly considered. responding to an emergency (not to use the street as a short cut)

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A dedicated Management Plan was being developed by Westminster to Maintenance provide more resources to tackle specific street management issues where there is a legal framework or powers to do so. This will be Concern about the upkeep of considered by Westminster Council as part of their proposals for Oxford the area Street. Suggest introducing additional The on-street recycling facilities would be monitored by Westminster City recycling bins Council to ensure demand for recycling is met. Concern about loss of parking We considered the parking and loading requirements across the whole Parking spaces on surrounding streets area and developed our proposals for changes to these requirements (e.g. removal of bays to based on the following principles: accommodate buses etc.) Concern over lack of parking in  A kerbside allocation plan which provides for current and future the area identified kerbside demands in appropriate locations  Minimise impact on resident parking based on current demand  No impact on current levels of disabled, diplomat, car club and doctors bays ensuring appropriate locations  Minimise impact on current levels of motorcycle parking  Improved provision of taxi ranks on north south crossings of Oxford Street  Improved provision of loading facilities on north south crossings of Oxford Street

As a consequence of adopting these principles as we developed our proposals for the transformation of Oxford Street West, there would have been no significant loss of any bay type across the area and we are Suggest maintaining parking confident that demand for parking would have been accommodated. arrangements for BBC vehicles Suggest banning free car This is a matter for Westminster. We did not believe such a change in parking on Sundays policy would be necessary for this project. It could be investigated in the

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future should there be an operational need.

This is a matter for Westminster. There is currently a general downward trend in occupancy of both Residency and Pay to Park bays in Westminster. Nevertheless, detailed occupancy surveys in the Concern over current levels of surrounding area have been undertaken and would have been closely on-street parking in the monitored throughout the transformation of Oxford Street West, as well as surrounding area after the changes had been introduced. The West End has excellent connections by Tube and bus and this would further improve with the opening of the Elizabeth line in December 2018. A large number of stations outside of zone 3 already provide car parking which allow for park and ride to take place. Encouraging park and ride in Suggest park and ride scheme central inner and central London would lead to more car-travel and congestion. The retail offer of the street is not within the scope of this project. Retail offer Comments or suggestions about However we hoped that the project would have encouraged more the retail offer on Oxford Street investment by existing retailers and also encouraged inward investment to (includes stores, restaurants & new retailers to assist in creating the world’s best outdoor shopping cafes) experience. This is a matter for Westminster. There was no intention to ban street trading from the district. Westminster were working closely with stakeholders on the development of a Street Trading Masterplan that would have helped to improve the look, feel and offer of street trading. The masterplan is likely to propose new or alternative locations for street trading pitches. There would have been engagement with stakeholders on any draft masterplan prior to a formal public consultation on any Suggest banning street stalls proposals. Suggest increasing the number This is a matter for Westminster. There were no plans to increase the of pop up stalls number of street trading pitches across the district. Westminster City

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Council is currently reviewing the locations and suitability of the existing street trading pitches in collaboration with the street traders association and local stakeholders.

Suggest that the rationalisation Mayoral policy support and protect retail uses along Oxford Street. of shops is needed Westminster is currently reviewing its policies in its City Plan. Suggest reducing the number of shops on Oxford Street to address pedestrian overcrowding

Suggest that future street This is a matter for Westminster. Westminster City Council were reviewing trading policies should be all street trading across the district and working with the street trading flexible and accommodate association and local stakeholders on the development of a masterplan innovation and strategy for street trading. The ambition was to improve the quality of the offer, including the look and feel of the kiosks. Suggest that street trading stalls should be visually attractive Suggest that WCC ensure long This is a matter for Westminster. Generally, planning permission for street term planning permission trading pitches and kiosks is one year. This was being considered as part support for traders of the wider review on street trading that is currently underway. This is a matter for Westminster. Shops and brands generally do not Suggest that street traders change their core commodities on a regular basis. Westminster City should be able to change Council wanted street trading to adopt a similar model but would support commodity with the same seasonal changes in commodities as long as they are in accordance with frequency as shops existing policies. Suggest that street traders This is a matter for Westminster. Traders are required to hold the licence should be allowed to work in to allow them to trade. This licence cannot be passed on to a third party partnership with shops like a retailer to run and manage the street trading pitch. However there is

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no reason why a trader could not sell a retailers products, but as the licence holder they would need to be present at the pitch for 80 per cent of trading hours. This is a matter for Westminster. Westminster City Council has strict guidelines on advertising in relation to their Planning and Licensing Suggest introducing more policies. All traders are expected to comply with these policies and the flexibility in advertising for street conditions of their licence. It is unlikely the council would agree to more traders advertising on kiosks than is currently permitted. Suggest that street traders should be able to surrender their This is a matter for Westminster. Street traders can surrender their licenses and be suitably licences at any time. The council would not enter into any discussions compensated regarding compensation for doing so however. This is a matter for Westminster. Westminster City Council regards the licence conditions and policy to be fair. The council is unlikely to remove any licence conditions as these ensure compliance. These policies have Concern regarding restrictions / been designed to respond to issues that have been experienced in the prescriptive regulations on street past to be not contributing positively to the street trading and local retail traders offer. Suggest working with the New This is a matter for Westminster. Westminster City Council will always West End Company and local consider each planning application on its merits and in accordance with businesses to diversify the uses Local Plan policies. The Council is supportive of a mixed use economy on Oxford Street (e.g. outside of but this needs to be balanced with the important role this internationally retail hours) recognised retail street plays in term of the local and national economy. Suggest that street traders should be able to self-regulate, rather than Council officers This is a matter for Westminster. As the Licencing Authority all street being used trading is required to be regulated by the council.

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Theme Issues raised Our response

Concern the scheme is a waste The Oxford Street district is one of the country's most important economic Costs and of public money areas, generating more than three per cent of the country's economic funding Suggest that money should be output. Home to a wide range of businesses, it is also the UK's leading spent on other, more pressing, retail and tourist destination. Oxford Street district is not only a critical London issues/locations driver of London's success, but it also drives growth throughout the UK. Concern about the costs of the Unfortunately it faces a number of issues which threaten its long term scheme success and London's reputation as one of the world's leading cities. Suggest a cost-benefit analysis Investment is required to transform the district and ensure that it can should be published for the continue provide the best environment for people and businesses. This scheme includes addressing significant issues including poor air quality, traffic congestion and poor road and pedestrian safety.

Extensive work was undertaken to cost the scheme including independent market-testing. This is a continuous process and costs would be reviewed regularly to ensure that the cost programme remains valid and identify opportunities to further strengthen the value for money of the scheme.

As part of the development of a business case for the transformation scheme, all costs had been and would continue to have been analysed and a cost benefit analysis has been undertaken which demonstrates that the scheme has a very strong cost benefit ratio which is in excess of Support scheme as it provides widely accepted benchmarks. The value for money case of this scheme good value for money is strong due to the wide range of benefits that the scheme would deliver. Concern about the use of Funding had already been secured from TfL and Westminster Council to private finance to fund the deliver the first phase of the scheme. Additional funding would have been

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scheme required to deliver the full transformational programme and discussions Concern about the availability of continued to take place with key stakeholders including Government, the funding for the scheme GLA and the private sector to secure medium to longer term funding sources to deliver the full scheme. In line with other major transformational investment programmes in the UK which deliver a wide Suggest financing the scheme range of benefits, it is appropriate that the public and private sectors with funding from private sector should contribute towards the costs of delivering this scheme. Support scheme (general) We noted this support. Modes permitted Implement ASAP Support the phased implementation of the scheme Oppose scheme (general) We noted this opposition Suggest that the scheme is not The consultation set out the challenges to the existing area (including a required (e.g. the street is fine poor road safety record, poor air quality and significant levels of as it is) pedestrian crowding). The project was designed to address these issues. Suggest cycles should be We explained in our consultation that providing a cycle route along a permitted / allow access for transformed Oxford Street would be problematic owing to the number of cyclists people coming to visit Oxford Street on foot. However, we were committed Support cycles should be to delivering a high quality east - west alternative cycle route which we prohibited believe would have negated any concerns about access on Oxford Street Suggest cycles should be itself. permitted at certain times Travel patterns across London are changing and therefore we need to adapt to this accordingly to ensure public funds are spent in the most efficient way possible. Regardless of any proposals for Oxford Street, the Suggest buses should be bus network has to change in any case and we believe we have found the permitted right balance between the competing modes. Suggest all motor vehicles should be prohibited A number of the pressing challenges to the area could have been at least

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partially addressed by closing Oxford Street West during the busy daytime hours only. This is when the pedestrian crowding is worst and when the majority of the high level of accidents occur, for example. There are a number of options about how to allow overnight access – what sort of traffic, access to all or only parts of Oxford Street West, and what hours might this apply. All of this was offered for discussion and appraisal as part of further joint work, but has been turned down by Westminster.

Suggest all vehicles should be prohibited only at certain times / days Any form of access for vehicles will restrict the look and feel of any transformed Oxford Street and therefore access by taxis need to be viewed accordingly. As part of a response to consultation a number of options were developed about how to allow overnight access– what sort of traffic, access to all or only parts of Oxford Street West, and what hours might this apply. Suggest taxis should be permitted Any vehicular access, regardless of type, would have restricted what we Suggest only electric/low can achieve in creating a world class public open space. However, in emission vehicles should be response to consultation work was underway to consider how to allow permitted some form of overnight vehicle access.

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Suggest delivery vehicles should be prohibited during certain times Suggest freight vehicles should be prohibited As London is changing, so are freight requirements in London. As a result, Suggest imposing weight we need to do things differently in the future and therefore we are looking restrictions for delivery vehicles at ‘re-timing’ freight trips away from the busy peak periods and other Suggest delivery vehicles measures to reduce freight trips across London. We had hoped to use should be permitted Oxford Street to trial some of these measures. Suggest pedicabs/ rickshaws At present, pedicabs are unregulated within London. We have developed should be prohibited two strands of work to address various issues associated with the pedicab industry, including blocking highways, creating noise nuisance, harassing customers and causing serious risk to visitors and workers through dangerous riding. Firstly, we have been seeking to support the introduction of a regulatory regime for pedicabs and we hope that all political parties will commit to bringing forward pedicab legislation in the next Parliament. The second strand of work has seen a partnership approach adopted and many multi-agency operations have taken place with City Inspectors, Police, TfL, Home Office Immigration and Noise Team officers working together to target rider’s anti-social behaviour.

Should we transform Oxford Street and restrict access to it by vehicles, we believe that providing a cycle route along a transformed Oxford Street would be problematic owing to the number of people coming to visit Suggest pedicabs/ rickshaws Oxford Street on foot. As pedicabs are essentially cyclists then they would should be permitted also have been prohibited from using Oxford Street. Suggest taxis should be We were looking into all possibilities including the removal of taxis from prohibited Oxford Street. However, black cabs are an iconic part of London culture, Suggest taxis should be and therefore we will ensure if we make changes, then we find alternative

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permitted at certain times provision to ensure they are continue to be a vital service across the West End. Suggest private hire vehicles should be prohibited Private hire vehicles are treated like any other form of private car user. Suggest private hire vehicles Any decisions made on access to Oxford Street for private vehicles would should be permitted therefore have also applied to Private Hire vehicles. Suggest buses should be Bus numbers have reduced significantly on Oxford Street regardless of prohibited our scheme and we believe that further reductions are required to transform the area. However, buses provide are an integral public transport service and therefore we are proposing that two bus services be diverted via Wigmore Street to ensure the west end remains accessible to all.

The success of the London Bus network is recognised worldwide and has Suggest buses should be been based on providing a cheap, reliable and easy to use service. permitted at certain times (e.g. Providing bus routes that differ depending on the time of day makes this allow night buses) more complicated and therefore we avoid alternative routeings at night. Concern about residents' Any vehicular access to Oxford Street, regardless of type, would have access / Suggest private restricted what we can achieve in creating a world class public open vehicles (residents only) should space. be allowed Concern about private vehicles Residents would still have had access to driving and parking within the being prohibited wider Oxford Street district regardless of any proposals implemented as Suggest private vehicles should part of the scheme. We therefore did not believe further restrictions are be prohibited required.

Suggest private vehicles should Private vehicles are prohibited from certain sections of Oxford Street and be permitted at certain times / that would have remained the case irrespective of proposals to transform days the street. However, in the wider district, we would have ensured any

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changes still allow residents to access their properties.

Coaches provide a vital contribution to the London economy, bringing tourists from all over Europe, and therefore we need to ensure we do not Suggest coaches should be damage this vital industry. We were working with the coach industry to prohibited on Oxford Street and ensure that we make it even more attractive for tourists to visit Oxford surroundings Street, but that access to the area is managed. This is a matter for Westminster. The district has many residential properties which desire a certain degree of residential parking provision. There is also a requirement for visitors to the area including tradespeople Suggest removing on-street to be able to park, therefore the approach taken was to maintain the parking on surrounding streets existing provision of on street parking where possible. Significant work had been undertaken as part of scheme development to understand the delivery requirements for the area. A Freight strategy was Concern over existing number of developed with the aim to reduce freight movements across the whole delivery vehicles area as well as addressing specific area and sectoral issues identified. Suggest mobility scooters Mobility scooters would continue to be permitted access to Oxford Street should be permitted irrespective of our proposals. Suggest all motor vehicles Stratford Place includes two Embassies and therefore we cannot restrict should be prohibited during access to the street at any time of the day. specific hours on Stratford Place Suggest motorcycles and Any access to motorised traffic along Oxford Street, regardless of type, mopeds should be prohibited will affect any urban realm proposals we could deliver. However, if access Suggest motorcycles and was provided at certain times of the day, then we would consider whether mopeds should be permitted this should include motorcyclists or mopeds. Suggest allowing a reduced The bus network is changing and therefore we continually review the bus number of buses on Oxford network to ensure limited resources are targeted at the right location. Street

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Our construction works would have been coordinated with a number of other planned developments in the area. Therefore, any construction vehicles needing to access the Oxford Street area during any works would Concern about access for heavy have been carefully managed as part of a thorough construction construction vehicles management plan. Suggest that emergency Regardless of any proposal put forward, emergency access along Oxford services vehicles should be Street would be maintained throughout. permitted Mobility scooters are permitted to use the footway but there is no evidence to suggest that this is currently an issue. We would ensure that Concern about existing use of different users are not adversely impacted by the transformation of Oxford mobility scooters on footways Street. Suggest that private cars should There are no proposals currently to ban private cars from central London. be banned from central London The existing Central London Congestion Charging Zone and the Suggest ban on private vehicles introduction by boroughs of Controlled Parking Zones are all designed to in central London reduce demand from non-resident vehicles in the area. The Ultra Low Consider measures to reduce Emission Zone has been introduced to require vehicles meet tough reliance on private vehicle use exhaust emission standards or pay a daily charge to travel. in London Suggest that diesel vehicles should be banned from central London

This was outside the scope of our proposals. We do not have powers to ban diesel trains. However, TfL and Network Rail are funding the electrification of the Gospel Oak to Barking line, to reduce the number of Suggest banning diesel trains diesel trains in this part of London.

Suggest dial a ride service Any vehicular access, regardless of type, would restrict what we could

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should be permitted have achieved in creating a world class public open space. Depending on the decision reached, Dial-a-Ride vehicles would therefore be prohibited from accessing Oxford Street. Work was underway to determine whether a mobility service would be required to assist those more vulnerable road users and we are looking at the most environmentally options currently available. We were investigating the feasibility of providing an additional mobility service. This service could have taken a number of different forms, though it is unlikely that we would have introduce autonomous vehicles to Oppose light/autonomous Oxford Street at this time due to concerns surrounding pedestrian conflict vehicle shuttles on Oxford Street and other operational considerations. Concern the scheme is too The proposals would have brought significant benefits to the surrounding Scope of focused on the needs of areas, with improvements to facilities for pedestrians and cyclists which proposals businesses, tourists and visitors would benefit local residents considerably. We also engaged extensively and does not sufficiently the local residents to understand their concerns and ensure sufficient consider residents' mobility and resident parking and access to amenities would be retained. . amenity needs Suggest similar proposals Any proposals for other parts of Westminster will need to be assessed on should be also introduced in a case by case basis, though we were proposing to continue to work to other areas (e.g. side streets, transform Oxford Street East to Tottenham Court Road subject to the Regent Street, Old Compton outcome of the consultation and discussion with WCC and the London Street, Soho, Holborn, Borough of Camden. We have no plans at this stage to similarly Hammersmith, South ‘transform’ other areas of London. Kensington etc.) Suggest proposals should be extended further east or west (e.g. to Tottenham Court Road, Marble Arch etc.) Concern the scheme is too The proposals included improvements to walking and streetscape in the

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focused on the needs tourists wider area, and brought less traffic and improved air quality to many and visitors and does not streets across the area. An improved Oxford Street itself is also of benefit sufficiently consider residents' or to residents and businesses. businesses needs Concern over the limited We carried out detailed traffic modelling of the proposals for the analysis of impacts on transformation of Oxford Street West and the wider Oxford Street District. neighbouring areas This allows us to predict what travel impact the proposed changes could have on road users and bus passengers. As part of the consultation we provided modelling results in the form of traffic and bus journey times, as well as information on the potential traffic reassignment as a result of the scheme. We also provided a factsheet which explained our work to understand the traffic impacts of the proposals. This information can still be found on the TfL website and includes the impacts of the scheme on traffic in the surrounding areas.

We selected the study area to reflect the wide geographical extents that the scheme could have affected, including major thoroughfares such as Park Lane. We feel that the extent of the study was sufficient to Suggest study area / traffic demonstrate the impacts of the proposals. restricted area should be wider Air quality and noise modelling also followed. The project takes account of changes in travel behaviour (such as people moving away from buses towards other ways of travelling) and builds on Suggest that the scheme is not the benefits of the ULEZ, but brings yet further air quality benefits to the required due to future changes area above and beyond what ULEZ delivers. It should also be noted that in consumer behaviour, clean the introduction of ULEZ will primarily address only one of the many fuel technology and policy in significant challenges faced by Oxford Street and will not improve London (ULEZ) pedestrian crowding, road safety or the quality of the urban realm. Concern over the impact We carried out detailed traffic modelling of the proposals for the

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assessment and evidence base transformation of Oxford Street West and the wider Oxford Street District. for the scheme This allows us to predict what travel impact the proposed changes could have on road users and bus passengers. As part of the consultation we provided modelling results in the form of traffic and bus journey times, as well as information on the potential traffic reassignment as a result of the scheme. We also provided a factsheet which explained our work to understand the traffic impacts of the proposals. This information can still be found on the TfL website and includes the impacts of the scheme on traffic in the surrounding areas. The information we shared included information of traffic, air quality, noise, bus routings, accessibility, kerbside usage and provided a strong evidence base for the project. We would have delivered any transformation of Oxford Street in stages and ensure that if any lessons needed to be learnt following the early Suggest a less intrusive trial phases, we would not hesitate to do so to ensure we minimise impact to scheme first the network. The proposals delivered as part of the first stage of the transformation of Oxford Street were centred on Oxford Street West itself and some of its side streets. It is hoped that any public realm proposals for the permanent scheme would have a wider remit and its scope and therefore would therefore be even more transformative. The first stage of the transformation of Oxford Street provides an opportunity for the partners to understand how the district would function and therefore would inform the Concern that the proposals do public realm design strategy for the permanent scheme. The scale of any not go far enough (are not that transformation would depend on the final funding secured for this stage of transformative) the project. One-way systems can result in an increase in travel distance as vehicles must take circuitous routes to access their destination. This can lead to Suggest making Oxford Street additional journey miles on the network and contribute to increased one-way instead delays, noise, emissions and congestion. One way streets can lead to

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increases in vehicle speeds which would be undesirable on Oxford Street West and may result in the requirement for traffic calming measures. Bus access would be split by direction which is often confusing and more time consuming for bus passengers. As well as considering whether Oxford Street West should be transformed as we proposed, we were also considering whether overnight access for delivery and servicing vehicles should be permitted. Restricting access Suggest pedestrianisation only by certain days of the week or seasonally is unlikely to be a realistic should be implemented at option however, for example given the complexity of the arrangements certain times of the that would be necessary to implement such a practice and the potential day/week/seasonally for confusion amongst road users it could lead to. Suggest only a smaller part of The consultation set out the challenges to the existing area (including a Oxford Street should be poor road safety record, poor air quality and significant levels of pedestrianised or implement a pedestrian crowding). The project sought to address these issues, which point closure affect the entirety of Oxford Street, not simply a small or discrete part of it. One of the main drivers for the transformation of Oxford Street is to accommodate the volume of pedestrian traffic on the street, which will significantly increase when the Elizabeth line opens. A park environment would be unsuitable for this volume of pedestrian traffic. We do, however agree that ‘greening’ of the area is important and are investing in temporary planting as well as retaining existing trees. Access to Hyde Park and the Garden Squares (which characterise the surrounding neighbourhood) would be improved. Subject to funding, in the next stage Suggest that the area is of the transformation there would be scope for permanent greening, such transformed into a park as street trees. This stretch of Oxford Street was under consideration as a later part of the Suggest including the western Oxford Street project. Currently there are strong traffic flows to and from section to Marble Arch from the the Baker St/Gloucester Place corridor into and out of this western stretch outset of Oxford Street and considerable feasibility and design work would be

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needed before we know what is possible and what the impacts may be. It is therefore not possible to bring this forward now. The current project was designed to deliver the benefits that Suggest Oxford Street should pedestrianisation on Oxford Street can bring whilst avoiding some of the be fully pedestrianised negative impacts of introducing a barrier to all vehicle movement north- (including side streets) south. It is considered to be a balanced set of proposals. The Marble Arch monument sits within a significant part of the Inner Ring Road (Park Lane/Edgware Rd and accommodates strong traffic flows both north-south and east-west. Any project here would require Concern about the exclusion of considerable feasibility and design work before we know what is possible the Marble Arch monument from and what the impacts may be. It is therefore not possible to bring this proposals forward now. Traffic flows are being reduced on some of the north-south streets such Suggest reducing the number of as North Audley Street, Park Street, James Street, Harewood Place and vehicles crossing at North-South Holles Street. It is not possible to reduce traffic along all of them as these intersections streets perform an important function in providing access to the district. We do not believe that this is the case. We proposed that the pedestrianised zone should include the entirety of Oxford Street West (the section from Orchard Street to Oxford Circus) with some additionally pedestrianised sections on side roads, where possible. This was based on an assessment of the pedestrian flows, the possibilities for bus routings through the area and an evaluation of the character of the various parts of Concern that the boundaries for Oxford Street. Our longer term plans also included the transformation of pedestrianised zone are Oxford Street East and could have considered other areas for arbitrary improvements as well. This issue would be considered in future when we develop proposals for Concern over lack of proposals the transformation of the section of Oxford Street from Orchard Street to for Edgware Road Marble Arch. Suggest that traffic management Regent Street improvements were being looked at as a potential further

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measures need to be scheme which might have followed the transformation of Oxford Street implemented on Regent Street West, subject to feasibility and public consultation. at the time of pedestrianisation The majority of the proposed design changes to streets are in the surrounding area with particular improvements to the walking Concern scheme focuses too environment, so we do not agree that the scheme is overly focussed on much on Oxford Street rather Oxford Street West. than surrounding area Suggest extending urban realm This is outside of the scope of the current project. A separate project is improvements to Edgware Road looking at potential pedestrian crossing improvements on Edgware Road. Support pavement widening at Limited footway widening was planned near Marble Arch tube station Marble Arch entrances as part of this phase of the project Suggest that any strategies to Strategies around reducing polluting vehicles are in general being reduce amount of high polluting delivered by the Ultra Low Emission Zone, which includes a much wider vehicles are also applied to area than the Oxford Street District Edgware Road The traffic modelling to support the proposed scheme indicated minimal Concern the scheme does not impact on traffic flows and therefore we would anticipate that businesses sufficiently consider the impacts that should still be able to cross the area. We have proposed the on business that need to cross inclusion of north-south (and vice versa) ‘crossing points’ to enable the area vehicles to cross Oxford Street West at key points. Suggest that the east side of This is exactly as we proposed. We are considering the development of Oxford Street should be proposals for the transformation of Oxford Street East. regenerated similar to the west

Suggest the pedestrianisation of We are aware that Oxford Street West and Oxford Street East have the east side of Oxford Street is distinct characteristics which would affect the proposals for transformation not required as much as the of each area. We were considering the development of proposals for west Oxford Street East, and could have held a consultation on our proposals

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in 2019. We would not have made any decisions on Oxford Street East without consultation having taken place. Suggest waiting for Oxford We accept that we cannot transform all of Oxford Street at the same time Street West to function for a and therefore have developed a staged approach based on the while before introducing to requirements for the local area and also to ensure minimum disruption to Oxford Street East the network.

Suggest the section between Regent Street and Great Portland Street should have the same timescales as Oxford Street West

Suggest fixing Oxford Street This is a matter for Westminster. Planned and routine maintenance to current conditions instead deal with highways issues is ongoing. Any issues will be rectified within (potholes, surfaces, etc.) the agreed timescales. Suggest a holistic approach, This is exactly as we proposed. Our proposals were for the developing surrounding areas at transformation of the entire district, not solely Oxford Street itself. the same time

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Overwhelmingly across London, road space is allocated to vehicles. The Principles of the reality, however, is that there are many competing demands for a finite scheme amount of road space in London. These demands come in the form of private vehicles, buses, taxis, freight and servicing vehicles, cyclists and pedestrians, and the growth in people and goods moving around the road network are an indication of a thriving city. All highway authorities must make decisions about how to allocate road space amongst these competing demands. In the case of Oxford Street, we must address the issues of pedestrian crowding, poor air quality and road safety, and we believe that we could have best achieved this by restricting access to vehicles and reallocating road space away from Oppose reallocation of road vehicles to pedestrians both on Oxford Street but across the district as space away from vehicles well.

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Theme Issues raised Our response

We hope that this report will demonstrate that we have considered every Concern the scheme has issue raised during the consultation. Any decision to proceed with the already been decided and transformation of Oxford Street West would have been fully informed by consultation will not be taken the issues raised by respondents, as would be our development of into account proposals for the transformation of Oxford Street East. Concern that the consultation We do not believe that our consultation materials were misleading or material is misleading biased, or that they were insufficient to enable respondents to come to a Concern that not enough fully informed point of view. We published a wide range of information to information has been provided assist respondents, including supporting factsheets which covered a for the consultation variety of topics and several interactive maps which showed how the Concern over the lack of detail transformation of Oxford Street West would affect traffic and journey times on delivery and servicing in the area. In fact, we have provided more information to the public on Comments about strategy Oxford Street than any other scheme in TfL’s history. the consultation Concern that the consultation material does not provide That said, we made clear that certain elements of our proposals were at a enough information for Oxford formative stage, and that further development of them would be informed Street East by the issues expressed by respondents during the consultation. So for Concern that the consultation is example, we would have developed proposals for the transformation of biased Oxford Street East taking into account the issues raised by respondents on the western section. Concern that consultation The Mayor insisted that the transformation of Oxford Street had to strike results are influenced by lobby the right balance between all the competing stakeholder groups and we groups (e.g. affluent store believe we have achieved this with our proposals and willingness at every owners, black cabs, stage to find a compromise with WCC. environmental lobby) Suggest views of residents and

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local businesses should carry more weight Concern that consultation will be biased towards residents' views

Concern that consultation period Not only did we undertake two consultation exercises on Oxford Street is not long enough West, the consultation period was extended until 3 January 2018 following requests from local residents groups to have more time to gather the Suggest extending consultation opinions of local groups and we were of course keen to ensure this was period until 2018 accommodated. The transformation of Oxford Street West is a significant undertaking, and our proposals were necessarily comprehensive. This inevitably meant that it was necessary to publish a large range of information about our proposals, to ensure respondents could be sufficiently well informed to come to an informed point of view. At the same time, we recognised that the provision of too much information could be a barrier to responding for some. We therefore structured our materials by subject; to assist respondents navigate to those issue(s) that interested them the most. We Concern that too much also published a range of additional supporting factsheets and other information has been provided information, for those respondents who wished to know more. However, for the consultation we will of course, learn any lessons for future schemes going forward. Concern that there has not been Our previous consultation, which ran from April – June 2017, enabled the enough consultation on the public and other stakeholders to raise issues of concern with the scheme transformation of Oxford Street in principle, before any concrete proposals Concern that results of previous had been developed. The issues raised in both consultations gave us the consultations have not been knowledge to make appropriate changes as necessary. considered Suggest consulting with We publicised the consultation through a variety of means and everyone businesses in the wider area with a view was invited to take part. These included the distribution of

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(e.g. Edgware Road) letters throughout the area surrounding Oxford Street, by an email to Concern that the consultation almost 1,000,000 recipients (including users of the affected bus routes) has not been widely advertised and through press, radio and digital advertising. These methods were Concern that bus users are described fully in our Consultation Report. We believe that we made all unaware of the proposed reasonable endeavours to inform the public and other stakeholders of the curtailments to routes opportunity to take part in our consultation and we received over 22,000 Issue with lack of advertising/ responses as a result. Furthermore, respondents were free to submit limiting contributions online their response to us in writing to our Freepost address, should they not Suggest consulting with taxi have access to the internet. This option was made clear in our publicity drivers material.

We have a vision for the transformation of the entirety of Oxford Street as Concern over stage-based we explained in our vision for the street in both our first and second design and implementation of consultations. We would have delivered a transformation on the street street sections leading to that was both consistent in nature but reflected the different inconsistency/need for a characteristics and requirements for each area as it greatly as you move masterplan from east to west. Westminster City Council was fully involved in the development of proposals for the transformation of Oxford Street, by a joint TfL/WCC Suggest consulting with team along with Camden as well. The vision for the area as set out was Westminster Council agreed with Westminster. Appreciation for the consultation We noted these comments. We do not believe this to be the case. We also published both consultations in a booklet, and distributed it to libraries across the City of Westminster. We organised six separate ‘roadshow’ events at which staff from TfL and Westminster City Council were present, and made booklets Concern that the consultation and copies of our questionnaire available at these events for the public to process excludes non-internet take away, should they wish. We made available and publicised a users Freepost postal address for respondents to submit their comments in

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writing, should they wish to do so. Suggest publishing Healthy We published this document on request, during the consultation. This Streets check/compliance for would have been updated as part of final design choices for the project. this scheme We do not believe that the development of proposals for the transformation of Oxford Street West, or their implementation, is being Concern that the scheme and accelerated unduly. The transformation of Oxford Street was a priority for implementation is being rushed both TfL and the GLA and we thought Westminster City Council as well. We would certainly have continued to involve the local community, businesses and other stakeholders in the development of proposals for Suggest further consultation for the transformation of Oxford Street, including through further consultation future stages of the scheme on future stages of our scheme, if the project was to re-established Concern the Strategic We do not believe this to be the case. Environment Assessment Directive is not being recognised Amongst other supporting factsheets, we published a detailed assessment of the noise and air quality impacts of our proposals. The assessment remains available at the link below and were completely independent from TfL

Concern about lack of https://consultations.tfl.gov.uk/roads/oxford-street/user_uploads/air-and- Environmental Impact noise-assessment-report-4.pdf Assessment Suggest consulting with 'Wheels We invited a large range of stakeholder organisations to respond to our for Wellbeing' consultation. Our Consultation Report lists all those stakeholders we Suggest consulting with invited to take part as well as those from whom we received a reply. The Camden Council London Borough of Camden worked alongside the TfL and Westmninster teams who developed the proposals. Concern that some disabled

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groups have not been consulted

Suggest consultation page In fact TfL’s consultation ‘portal’ is fully compatible with mobile should have been made telephones. compatible for mobile phones Our previous consultation, which ran from April – June 2017, enabled the public and other stakeholders to raise issues of concern with the transformation of Oxford Street in principle. We considered these issues as we developed proposals for the transformation of Oxford Street West. Concern the public and In addition, we extensively engaged a large number of resident groups, stakeholders have not been businesses and other stakeholders prior to our more recent consultation. engaged using co-production methods Our priority was to ensure that the consultation materials described our proposals comprehensively, so that respondents could come to a fully informed point of view. We published a huge amount of information, including a large number of supporting factsheets which provided additional detailed reading on various topics. We arranged several Concern regarding the limited roadshow events at which staff involved in the project were available to information provided in the answer questions. We additionally met a number of stakeholders prior to consultation material regarding the consultation to discuss the proposals including with Heritage groups heritage as part of our environmental analysis Suggest consulting with the Westminster City Council and the GLA were involved in the development WCC Conservation Specialists of proposals for the transformation of Oxford Street West including and GLA Archaeology Advisory consulting relevant experts in their respective fields Service Suggest consultation is run by The outcomes of the consultation were independently analysed by an impartial organisation consultants who identified the issues raised by respondents.

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Theme Issues raised Our response

Suggest that this is not the right The consultation was conducted outside of the traditional summer holiday time for a consultation period and was extended until 3 January 2018 in response to requests from local groups. We received some 22,000 responses to our second consultation so we feel we are happy with the responses received. However, of course, we Suggest the question is unclear listen to feedback and of course will learn any lessons to include in further consultations. Suggest publishing the This report responds to all of the issues raised. outcomes of the consultation

Concern formatting of The consultation materials were available in large-font or braille on consultation is not accessible for request. visually impaired

Concern that the consultation An error on our website that meant that some responses to consultation process has been mismanaged were misdirected to an email address that did not exist. We apologised for this error as soon as we had identified it and took the following steps to ensure that any respondents who had submitted their reply to this email address could resubmit it to us:

 Placed a notification on the consultation web page and invited anyone who sent their response to the wrong address to forward it or re-send it to the correct address  Contacted known stakeholders from whom we did not receive a response Suggest that the consultation  Sent emails to 33,000 people in Westminster who had registered process should be reset and for TfL’s updates undertaken again  A letter-drop (by Westminster City Council) to the wards of West End, Marylebone High Street and Bryanston and Dorset Square

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Theme Issues raised Our response

While certainly we regret the error we believe that we have taken every reasonable step to correct it and do not agree that it invalidates the outcomes of the consultation or would require us to hold the consultation again. It also worth noting that out of some 22,000 responses, we believe responses to the incorrect address accounted for around 50 replies.

The purpose of the consultation was to explain what changes would be necessary to Oxford Street West and the surrounding area to achieve our vision to transform the street and district. Many of these proposed changes had implications for transport and the streetscape, and it was Suggest the consultation is too therefore right that these became the main focus of the consultation. Our focused on transport previous consultation, which ran from April – June 2017, set out the case implications and not enough on for the transformation of Oxford Street as we see it, which included (but future growth opportunities was not limited to) the opportunities for growth implicit within our vision for offered by the proposals the area. Suggest alternative/ The Mayor’s Transport Strategy sets out a clear policy for transport General complementary investment in London with an emphasis on active and greener forms of comments measures/policies to increase transport. Westminster City Council, together with all other London sustainability (e.g. encouraging authorities, can access funding as well to deliver on this promise. active travel, reducing car ownership, promoting electric vehicles etc.) While we took note of these comments, they did not have a bearing on our proposals for the transformation of Oxford Street. The Mayor invested heavily to ensure any proposals for Oxford Street was a joint effort Comments about TfL as an between TfL, Westminster and Camden and provided significant organisation/the resources to the councils as a result. We regret that Westminster has now Mayor/Westminster Council pulled out of the joint working.

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TfL, as the strategic transport authority for London, had allocated Concern about the transition appropriate resources to ensure any disruption to the network and period (accessing the street surrounding area was kept to a minimum. This includes nightime and during construction works, weekend working, phasing the construction to ensure multiple increased traffic during transition construction sites across the district were not taking place at the same etc.) time. At the core of the project was a desire to balance the need to implement the project as quickly as possible but in a way that caused the least amount of disruption as possible. This is why the transformation of Oxford Suggest implementing the Street would have been delivered in stages starting with the western scheme gradually section and then moving to the east at an appropriate stage. This consultation focused on the Oxford Street West proposals however, the traffic modelling and analysis was carried out using a model scenario which included the impacts of adjoining schemes and we took appropriate mitigating measures to again ensure that we provided a holistic, district wide approach to all schemes in the area. TfL and Westminster City Concern about the scheme Council were working together to make sure that the Baker Street Two- taking place alongside other Way scheme and the Oxford Street scheme worked in parallel with one proposals (e.g. Baker Street two another, as well as other proposals planned on the network. It is in way, Tottenham Court Road, interests of both organisations that the operation of the network functions Cycle Superhighway) during construction and after construction for all road users. Amongst other objectives, including improving the very poor air quality in Suggest there are more the area, our scheme was intended to reduce the very high number of important issues that need to be casualties from road traffic collisions on Oxford Street and the surrounding addressed in the area area. The Mayor set out in his manifesto a desire to make improvements to air Suggest scheme should be quality as soon as possible but at the same time pushed TfL to ensure it designed and implemented as a was delivered in a measured way to ensure the lives of Londoners’, whole and not in phases especially residents in the area, were disrupted in the least way possible.

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Theme Issues raised Our response

Pedestrian improvements had been proposed on many of the surrounding streets including Duke Street, James Street, Wigmore Street, Davies Concern about the lack of Street, Bond Street, Henrietta Place, Harewood Place, Holles Street and pedestrian links to the John Prince's Street. In fact, to demonstrate progress, 6 new all green surrounding areas pedestrian crossings have already been implemented on Wigmore Street. The scale of the pedestrian crowding problem and the need to tackle the high number of road traffic collision casualties cannot be addressed by simply improving the paving and improving the existing infrastructure. Suggest this is an opportunity to That said, we would renew footways on routes to and from Oxford Street improve existing infrastructure and new bus services on Wigmore Street, amongst other improvements. This is a borough wide concern which often results from multiple and complex needs. The new Management Plan we were developing in conjunction with Westminster was looking at the level of resources required to help support Westminster City Council deliver its rough sleeping strategy within the district with the aim of supporting individuals Suggest considering the needs away from the streets as well as managing the adverse impacts of the destitute and homeless associated with rough sleeping such as begging/urination etc. The consultation material set out the case for the project to address known issues and to improve this area of central London. A poor road Suggest that the scheme is a safety record, poor air quality and growing pedestrian overcrowding are political project rather than a among the existing challenges. The arrival of the Elizabeth Line, with an scheme to improve London (e.g. influx of new pedestrian numbers, acted as an important catalyst to take vanity project) action and invest in the area. Currently, only a small proportion of the loading activity in the area occurs on Oxford Street itself. Our detailed surveys of Oxford Street and the blocks either side shows that of the 1,166 goods vehicle activities were Concern about congestion recorded over 24 hours, only 7% used Oxford Street and 93% used side generated by delivery vehicles roads. The existing restrictions on Oxford Street means that this activity on surrounding streets occurs from 7pm-7am. Under the proposals, these additional goods

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vehicle movements would move onto side streets but the additional 24hr loading capacity proposed by the scheme means that this can be spread out across the day. The result is that the small number of additional delivery vehicles would have had a negligible impact on congestion. Concern that weather renders A key issue is about the provision of sufficient space for pedestrian pedestrianisation unviable for comfort and to enable the design of world class public space. These the majority of the year needs are not related to weather conditions. TfL funds projects across London, as set out in the Mayor’s Transport Strategy. Not least TfL also funds borough-led improvements through a Concern about TfL mainly range of programmes including the Local Implementation Plan (LIP) funding projects in central funding stream which will provide significant funding in the outer London rather than other areas boroughs. The area surrounding Oxford Street is already part of the Central London Congestion Charge Zone. Other proposals are outside the scope of this Suggest extension of road project, pricing to the surrounding area As part of our plans, we were investigating the feasibility of providing a short-range service to improve accessibility and public transport interchange in the area, which would fulfil many of the aims of a Suggest introducing a shop shopmobility service.. We were also working with local businesses to mobility scheme improve the accessibility of the retail units on Oxford Street. We carried out detailed traffic modelling of the proposals for the Oxford Street Transformation and the wider Oxford Street District. This allows us to predict what travel impact the proposed changes could have on road users and bus passengers. As part of the consultation we provided modelling results in the form of traffic and bus journey times, as well as Suggest publishing modelling information on the potential traffic reassignment as a result of the scheme. results of effects of scheme on We also provided a factsheet which explained our work to understand the traffic in surrounding areas traffic impacts of the proposals. This information can still be found on the

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Theme Issues raised Our response

TfL website and includes the impacts of the scheme on traffic in the surrounding areas. One of the main objectives of our scheme was to correct the imbalance Concern about the future between the space allocated for vehicles and the under allocation of proofing of the scheme (e.g. space for people. The impact of nascent technology such as autonomous readiness for technologies such vehicles is too early to gauge. However, TfL continues to be at the as autonomous and electric forefront of delivering innovative technology which will improve the lives of vehicles) Londoners. We would have ensured that we delivered any transformation along the whole of Oxford Street in a measured way that provides maximum benefit Concern about the short with the least disruption to shoppers and residents. This would also timeframe between west and ensure if any lessons needed to be learnt then we would do so going east implementation forward. Whilst there would inevitably be some disruption during any implementation of our proposals, we would have work to ensure that this Concern at the short disruption was kept to a minimum and that access to shops and local implementation period amenities was retained. Suggest increasing the amount One of the objectives of this project was to support positive economic of commercial floor space as a growth throughout the district and the wider West End. It is forecasted means to enable the creation of that more jobs would be created through the any investment in improving new jobs the districts public realm, highways and public spaces. The design and construction element of the scheme was indeed put out to tender with requirements such as safety and value for money at the Suggest the scheme should be forefront of our decision making process. This will now become a matter put out to competitive tender for Westminster Suggest servicing of shops on Detailed analysis of the requirements for servicing has been undertaken Oxford Street should be and the current level of deliveries on Oxford Street is very small (75 during accommodated on side or the day and 63 at night). Engagement with business along the street has parallel roads been undertaken to understand requirements and the vast majority can be

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accommodated on the side streets with minimal impact. However, following consultation responses work was ongoing to review options for overnight access to the street and hours of operation following concerns raised by resident groups. Suggest that an independent TfL’s traffic modelling related to Oxford Street was reviewed and approved review of impacts of the by consultants working on behalf of WCC. proposals is undertaken Suggest financing the scheme There were and continue to be no plans to do this by increasing Council Tax on Oxford Street properties Reducing traffic alone would not provide the additional space needed for pedestrians, since we would also need to retain a carriageway for this traffic to move along the street. This would not address the pedestrian crowding problem that Oxford Street suffers from, and it would only Suggest focusing on traffic partially address the pedestrian safety issue. reduction on the street instead At present, pedicabs are unregulated within London. We have developed two strands of work to address various issues associated with the pedicab industry, including blocking highways, creating noise nuisance, harassing customers and causing serious risk to visitors and workers through dangerous riding.

Firstly, we have been seeking to support the introduction of a regulatory regime for pedicabs and we hope that all political parties will commit to bringing forward pedicab legislation in the next Parliament.

The second strand of work has seen a partnership approach adopted and Concern about pedicabs parking many multi-agency operations have taken place with City Inspectors, on the pavement Police, TfL, Home Office Immigration and Noise Team officers working

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together to target rider’s anti-social behaviour. The majority of on street activity has occurred within the West End and several offenders been prosecuted and identified. There was a 73 per cent reduction in activity during 2015 and 75 per cent in 2016, with Criminal Behaviour Orders (CBO) successfully obtained which banned the most persistent and problematic riders from plying for trade in the SW1, W1, W2 and WC2 areas for five years. This work continues. Any new regulations of course could have been implemented on Oxford Street as part of our proposals. We have met a number of residents groups convened through the West End Community Network on a number of occasions prior to during and Suggest meeting with residents after the consultation so we are well aware of the concerns raised and to discuss the proposals adapted our proposals accordingly. No compensation would be required as a result of the transformation of Suggest local residents should Oxford Street West which would improve the area for residents and be compensated visitors alike. Offer of funding to help Transforming Oxford Circus formed part of our overall proposals to transform Oxford Circus enhance the entire street. We strongly believe that Oxford Street must change. Pedestrian crowding is already a significant issue and will become more pressing in the future, for example with the continued growth in London, poor air quality, traffic congestion and a worrying history of collisions these are pressing issues Concern regarding the cost of that we must address. The West End and Oxford Street make a vital the scheme and its value for contribution to the UK economy. The issues which affect Oxford Street are money of national importance and therefore any upfront costs would have been offset by the additional tax revenue created by our proposals. Concern that the scheme is We undertook multiple detailed work streams to enable us to develop focused on specific population proposals to change the Oxford Street district in a way which would groups (the wealthy, the young, benefit everyone. This was the second consultation and everyone with a the tourists etc.) view was welcome to submit it.

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Theme Issues raised Our response

We are aware that Oxford Street West and East have distinct characteristics which would affect the proposals for transformation of each area. This means that what we do on the west does not necessarily mean we have to replicate on the east. However, it is of course one street and a Concern about the East-West holistic approach is required to ensure not only Oxford Street but the split and implications on surrounding areas of Fitzrovia, Soho, Marylebone and Mayfair all benefit integration from any changes as well. We understand that any transformed Oxford Street can only work if it is implemented in stages and therefore in a way that minimises the Comments regarding the disruption to Londoners, especially residents who live in the area. It is proposed timescales for accepted that to transform Oxford Street would take several years to implementation complete should it have proceeded We undertook a multiple detailed work streams to enable us to develop proposals for change to the Oxford Street district which would benefit Concern that the scheme everyone. We have held two consultations to ensure we hear the voices doesn't address any of the of all Londoners and therefore have made some significant changes as a issues raised result. TfL and Westminster have spent many years looking at the possibilities for improvements on Oxford Street. As the Mayor committed to this scheme, there has been additional focus and resources to ensure our Concern that proposals are not proposals benefited not only those who visit Oxford Street but the wider well thought through district as well. We undertook multiple detailed work streams to enable us to develop proposals for change to the Oxford Street district which will benefit Concern that the scheme will everyone and we believe the original design or the compromise options not meet its objectives put forward to WCC for discussion reflected this. Suggest to wait first to see the Regardless of the introduction of the Elizabeth Line which will bring impact of Crossrail before millions of extra visitors each year, Oxford Street suffers from poor air proceeding with the scheme quality, an outdated shopping environment and a poor accident record so

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improvements are required to ensure it is fit for the 21st Century and able to compete with similar cities across the world. The transformation of Oxford Street would have gone beyond footway widening although footway crowding is one of the most recognisable Concern the scheme is not issues associated with Oxford Street. We want to ensure it is accessible required as the footways are to all road user groups and therefore make it a destination which people already wide enough want to visit rather than pass though the area. TfL and London’s boroughs are taking action to improve air quality and tackle other pressing problems, for example through the introduction of the Ultra Low Emission Zone and new cleaner buses and taxis. While Suggest reducing traffic is not these initiatives will provide huge benefits to London they will not in necessary if zero emission themselves address the issues which affect Oxford Street including vehicles are introduced across congestion, noise not to mention other improvements including making it a London more pedestrian friendly environment. Suggest that scheme should We will continue to work closely with the London Borough of Camden to consider West End Project's consider the West End Project's interface with Oxford Street regardless of plans for Tottenham Court Road the recent decision by WCC. We are aware that Oxford Street West and East have distinct Concern that the East section of characteristics which will affect the proposals for transformation of each Oxford street will be harder to area and our plans would have been reflected the unique areas of the pedestrianise street. Suggest the East and West schemes should be implemented together/ plans Given its length and complexity, any work to transform Oxford Street should be provided for both at would need to be carried out in phases. For this reason we chose to the same time approach consultation on the project in stages. Concern that the scheme will It is very unlikely that any drivers currently operating routes which would create unemployment amongst be affected by the transformation of Oxford Street West would be bus drivers unemployed as a result of our proposals.

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Theme Issues raised Our response

We believe our proposals meet the Mayor’s vision to transform Oxford Suggest commitment to making Street and the surrounding district into a world class destination for Oxford Street a world-class Londoners and visitors alike. We had understood this to be a joint vision destination with Westminster. The Mayor included the pedestrianisation of Oxford Street at the heart of his agenda to make our streets healthier for everyone. However, the Concern that scheme was not removal of traffic has previously been raised by the West End Partnership, mentioned before the mayoral chaired by Westminster City Council, and there is wider interest in this election than simply a Mayoral initiative. We are fully committed to embedding accessibility and inclusivity into every aspect of our work and continually seeking to make the transport system more navigable and accessible for all. We have carefully considered the effect that our proposals would have on inclusivity in the Oxford Street West area and have discussed them with a wide range of stakeholder groups that represent the needs and interests of disabled people, older people and other equality groups. We also appointed an independent consultant to provide expert advice on inclusive design, Concern that equality Is not assess the impact of our proposals on accessibility, and recommend mentioned in the study potential improvements which we have included.

Suggest that the street should remain under the management of the local authority As the Highways Authority for the area the district will remain under the sole control of Westminster City Council.

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Theme Issues raised Our response

The Mayor has committed to freeze TfL's fares from 2016 to 2020. The Out of scope scheme would not increase the cost of public transport. Many passengers already use passes. For those that currently pay per trip - the new TfL Hopper fare, introduced in January 2018, gives bus passengers, who make a journey using pay as you go, unlimited bus journeys for free within Concern about the cost of public one hour of first touching in. It also allows passengers to make unlimited transport in London bus journeys even if they travel on tube or rail services in between 'hops'. Good quality cycle infrastructure provides an alternative to car use. Concern about the impact of Encouraging more people to cycle, and to cycle more often, will reduce widespread introduction of cycle traffic congestion, improve air quality and lead to better public health. lanes across London As of 1 January 2018, new diesel taxis will no longer be licensed in London and all taxis presented for licensing for the first time will need to be ‘zero emission capable’. A zero emission capable (ZEC) taxi is defined as emitting a maximum of 50g/km CO2 with a minimum zero emission range of 30 miles.

To assist with the transition to ZEC taxis, TfL has introduced a voluntary taxi de-licensing scheme for London’s oldest and most polluting taxis running from June 2017 until 2020. TfL provides up to £5,000 to taxi vehicle owners who wish to de-license their vehicle once it reaches 10 years of service. Additionally, TfL is helping to fund a Government-led Plug-in Taxi Grant, which will give taxi drivers up to £7,500 off the price of a new ZEC taxi.

Suggest that all taxis in London TfL is establishing a rapid charge point network with locations dedicated should be electric or use clean to the trade. The first charge points were installed in autumn 2017. Of the fuels first 150 rapid charge points due to be installed by the end of 2018, 90 will

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be in locations dedicated to taxis. Suggest bus journeys should Such a system already exists. Passengers who make a journey using pay include one free connection as you go (contactless or Oyster) on a bus or tram can make unlimited within a specified time period bus and tram journeys for free within one hour of first touching in. The Mayor’s Transport Strategy is designed to encourage a significant Consider measures to reduce move away from relying on private vehicles and moving towards reliance on private vehicle use sustainable and healthy choices such as walking, cycling, and public in London transport use. Through the introduction of the Ultra Low Emission Zone in April 2019, higher charges are being introduced within the Central London Suggest imposing a much Congestion Charging Zone for the most polluting vehicles in order to higher daily congestion charge improve air quality. for all private vehicles Suggest considering whether There is of course a desire to not only transform Oxford Street but look to the closure of Oxford Street make improvements across the wider district, including Regent Street. We would provide opportunity to are working with The Crown Estates to develop measures that might reduce traffic and increase further enhance the experience of visiting Regent Street pedestrian space on Regent Street We noted these comments. Our scheme is intended to address traffic and pedestrian congestion on Oxford Street, reduce the number of collisions on Oxford Street and address poor air quality in the area. Our proposals are not intended to promote London’s night time economy per Oppose promoting a night time se, since this would be a matter for local businesses and WCC’s planning economy policy considerations. Support for ULEZ We noted this support. The Elizabeth Line will have stations at Tottenham Court Road and Bond Oppose introducing Elizabeth Street stations, with new entrances away from Oxford Street itself. The line to Oxford Circus station Elizabeth Line will not stop at Oxford Circus

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Suggest improving the quality of TfL manages the London bus network. Any specific comments or bus services (e.g. driver complaints about the London bus service should be sent to TfL: behaviour) Suggest redesigning the interior https://tfl.gov.uk/help-and-contact/ of buses so that there is greater space Each London high street has different characteristics and a specific context in which it is located and, as such, pedestrianisation may not be suitable for all of London’s high streets. In each case it would be for the Support more pedestrianisation relevant Highway Authority to consider whether pedestrianisation might be schemes on all London high appropriate. streets This is outside the scope of our consultation. TfL has no plans to bring back bus conductors because the overwhelming majority of passengers Suggest bringing back bus pre-pay tickets, and so would have no need of a conductor to whom to conductors pay their fare. Horse drawn carriages are not currently a transport mode provided by TfL, so this would more likely be a private enterprise. Should a proposal for such a service come forward, it would need to convincingly set out the benefits of such a service and that management issues such as fouling on Suggest horse drawn carriages the highway, ensuring high standards of animal welfare and addressing be available on a transformed any conflicts with pedestrians, cycles and other vehicles could all be dealt Oxford Street with such that the overall quality of the area is in no way compromised. Suggest making bus travel free The Mayor has committed to freeze TfL's fares from 2016 to 2020. The of charge scheme will not increase the cost of public transport. Many passengers already use passes. For those that currently pay per trip - the new TfL Concern about the price of Hopper fare, introduced in January 2018, gives bus passengers, who public transport fares make a journey using pay as you go, unlimited bus journeys for free within one hour of first touching in. It also allows passengers to make unlimited

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Theme Issues raised Our response

bus journeys even if they travel on tube or rail services in between 'hops'.

Suggest applying congestion Any potential changes to the Congestion Charge would be subject to charge to private hire vehicles statutory consultation, undertaken separately. Concern that the new electric A number of new taxi models are due to arrive in 2018, at least one of London Taxi is not fully electric which is due to be fully electric. Rough sleeping is a borough wide concern which often results from multiple and complex needs. Westminster City Council was developing a new Management Plan for the Oxford Street district and was considering what level of resources may be required to help support the delivery of its rough sleeping strategy within the district with the aim of supporting Suggest training homeless to individuals away from the streets as well as managing the adverse help maintain the streets impacts associated with rough sleeping such as begging/urination etc. We would have developed proposals for the Soho area as we developed Suggest more road closures to proposals for the transformation of Oxford Street East, which was due to vehicles in Soho and Covent be subject to a public consultation later in 2018. Covent Garden is Garden to increase cycling outside the boundary line of both the Oxford Street West and East safety projects. We designed our proposals to include North-South ‘crossing points’ of Oxford Street at its junctions with Duke Street, Vere Street/New Bond Street, Davies Street/Stratford Place and Harewood Place/Holles Street, maintaining access through the area to serve local shops, businesses and Suggest prioritising road space residents and allowing vehicles, such as taxis and servicing vehicles, for essential business traffic close access to Oxford Street. Concern about price of housing This is outside the scope of our consultation and not within our powers to in London affect. Suggest reopening area in front The reopening of the west side of Grosvenor Square is being delivered by of former US Embassy in the development of the site, independently of the transformation of Oxford Grosvenor Square to traffic Street West.

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Theme Issues raised Our response

Any proposals for more traffic-free events on Regent Street would need to be assessed to understand the opportunities and benefits they might provide, as well as the impacts. Currently no formal applications have Suggest more traffic-free been received to increase the number of traffic-free days on Regent periods on Regent Street Street. This is outside the scope of our proposals.

Suggest that free hire time Santander Cycles are intended for short trips, and there no plans to period for Santander Cycles is extend the period permitted for journeys. extended to one hour The ULEZ boundary coincides with the Central London Congestion Charge Zone boundary so that an alternative non-charged route is Suggest expanding ULEZ available for vehicles that wish to avoid the zone. This is also because boundary to cover Edgware the ULEZ relies on the Congestion Charge enforcement equipment. Road We do not support compulsory insurance, road tax or any other measures which could dis-incentivise people from taking up cycling. The risks posed by cyclists are low, as is their impact on the road network. In addition, Suggest cyclists should be many cyclists are likely covered by household contents insurance policies insured/ pay road tax or within the Membership benefits of organisations such as the CTC and London Cycling Campaign. Oppose supporting We do not believe that our proposals would encourage or support consumerism consumerism per se; they simply recognise the pressing need to transform Oxford Street to the benefit of all who live, work or visit the area. We noted this comment however it is outside the scope of our consultation. The Congestion Charging scheme was subject to Oppose the congestion charge consultation prior to its introduction, and variations to it subject to further consultation. Suggest supporting independent We will always look to support independent businesses. The vision of the

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Theme Issues raised Our response

businesses project is to provide a world class destination that will benefit many stakeholders, including independent businesses.

This is beyond our control; we own very little property within the District and so have limited powers to reduce rent for any particular tenant. However, we would encourage landlords and freeholders to ensure there Suggest lowering rents for is a good mix of uses across their portfolios and support a variety of independent businesses businesses and sectors to thrive.

This is the responsibility of the freeholders or occupiers themselves. We Suggest clear numbering of the would support the numbering of buildings to improve wayfinding in line buildings on Oxford Street with our policies.

Suggest that overcrowding in Crowding in retail premises would be an issue for the retailers the shops on Oxford Street is themselves. Our concern is to address crowding on the footway on the main problem Oxford Street (amongst other issues), which is certainly a real and pressing issue. Concern about limited media Amongst other measures intended to publicise the opportunity to take scrutiny of proposals part, we issued a Press Release at the start of our consultation. Clearly we have no control over the media, who make editorial decisions directly. The changes in highway design we proposed were intended to be transformative and to address the issues which currently detract from the Support 'conventional' highway experience of visiting or living near Oxford Street, including pedestrian design (i.e. oppose shared crowding. Individual changes have been designed to be appropriate for surface, street furniture removal each area, and vary according to the street environment itself and the etc.) differing volumes of users.

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