Plans to pedestrianise Oxford Street, one of London’s most iconic and heavily trafficked shopping arteries, are rapidly gaining momentum under Mayor Sadiq Khan’s push to overhaul the area, disregarding the concerns of local residents, businesses, and transport users. The proposal would ban vehicles along a 0.7-mile stretch between Oxford Circus and Marble Arch, with potential extensions towards Tottenham Court Road, all under the guise of revitalising the high street for a “brighter future.” But behind the glossy rhetoric lies a reckless plan that disregards the practical realities of traffic management, accessibility, and the needs of everyday Londoners.

While some public support has been claimed—around two thirds of respondents in a Greater London Authority consultation—this figure glosses over significant opposition from trade groups, commuters, and the local community who see this as yet another misguided “vanity project” that prioritises urban aesthetics over functional transport. Major retailers like Selfridges and John Lewis have expressed some backing, but their interests shouldn’t overshadow the broader disruption that these plans threaten to cause. Westminster City Council previously voiced concerns about traffic chaos and reduced accessibility, and now appears to be kowtowing to Khan’s vision rather than standing firm to protect residents’ rights.

Khan’s inspiration appears to be drawn from the flawed conversions seen in Times Square and La Rambla—examples that often ignore the practical drawbacks of pedestrian-only zones, especially on streets that serve as vital transport corridors. Oxford Street, attracting roughly half a million visitors daily, is already fighting an uphill battle against declining retail footfall worsened by the COVID-19 pandemic and the surge in online shopping. Advocates claim pedestrianisation will boost tourism and stimulate investment, but the reality is more complex. The plan risks turning a thriving shopping hub into a traffic nightmare, with untold consequences for local businesses and residents alike.

Transport disruption remains a core concern. The plan involves rerouting around 16 bus routes currently traversing Oxford Street, diverting heavy traffic onto narrow streets such as Marylebone and Fitzrovia—an ill-conceived attempt that ignores the significant logistical challenges and congestion this will cause. Local groups, including the Soho Society, have raised alarms about how cyclists, families, disabled residents, and those reliant on buses and taxis will be accommodated. Sadiq Khan’s proposal to ban cyclists from Oxford Street further complicates matters, risking increased dangers and inconvenience for vulnerable users. These are real issues that threaten to turn the city’s main shopping street into a gridlocked obstacle course.

The likelihood of full implementation remains uncertain, with approval from Deputy Prime Minister Angela Rayner—who is reportedly inclined to support the scheme—dependent on establishing a mayoral development corporation with expanded planning powers. While the Government’s backing aims to appear collaborative, it leaves local authorities feeling sidelined and powerless, raising fears that this top-down approach will override local priorities and result in irreversible disruption.

Critics, including many and perhaps most Westminster councillors, have dismissed the scheme as an “ill-thought-out vanity project,” questioning whether the supposed benefits outweigh the chaos and expense. Concerns that the £90 million regeneration plans by Westminster itself could be derailed highlight just how contentious and poorly coordinated this initiative appears. Meanwhile, Transport for London’s timeline suggests that detailed plans won’t be ready until 2026, meaning that the reality of construction and disruption will stretch out yet further—long after Khan’s impatiently announced timetable.

This undertaking epitomises Khan’s long record of pursuing superficial city-wide “progress” at the expense of practical considerations. Instead of reinforcing Oxford Street’s role as a bustling, accessible retail centre, this pedestrianisation risks turning it into a showpiece for urban regeneration fantasies that forget the needs of ordinary Londoners. Challenging the narrative of “revitalisation,” many see this as just another costly, disruptive attempt to reshape London’s streetscape under the guise of progress—all while the essentials of transportation, commerce, and accessibility are cast aside.

Source: Noah Wire Services