| Jason Sayer
Content & Audience Development Editor, Architecture Today |
Jason Sayer
Content & Audience Development Editor, Architecture Today |
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At long last: Oxford Street’s pedestrianisation |
At long last: Oxford Street’s pedestrianisation |
Oxford Street has a longer history than most of London’s landmarks. For starters, it’s a street, and such things have better staying power than, say, buildings. To delete a street from a map takes serious dedication. Buildings come down a bit more easily. A fire may remove what’s on the street, but the street will remain. But back to Oxford Street. Its route follows an ancient road – the Via Trinobantina – once used by the Romans to move west out of the city, later becoming a drovers’ road along which cattle were herded to Tyburn market. The gallows at Tyburn, near what is now Marble Arch, drew crowds to public executions until 1783, and the street that led to them was already well-worn with centuries of foot traffic. By the eighteenth century, Oxford Street had shed its grim associations and reinvented itself as a fashionable promenade. Shops proliferated along its length, and it became a place to see and be seen – something Virginia Woolf captured memorably in her 1932 essay The Oxford Street Tide, in which she described it as a “bright stream” where “everything glitters and twinkles.” The great department stores that arrived in the Victorian and Edwardian eras: Peter Robinson in the 1830s, Selfridges opening in 1909, John Lewis expanding steadily through the twentieth century, turned that social energy into commercial power and gave the street its modern identity as the retail heart of the capital. |
Oxford Street has a longer history than most of London’s landmarks. For starters, it’s a street, and such things have better staying power than, say, buildings. To delete a street from a map takes serious dedication. Buildings come down a bit more easily. A fire may remove what’s on the street, but the street will remain. But back to Oxford Street. Its route follows an ancient road – the Via Trinobantina – once used by the Romans to move west out of the city, later becoming a drovers’ road along which cattle were herded to Tyburn market. The gallows at Tyburn, near what is now Marble Arch, drew crowds to public executions until 1783, and the street that led to them was already well-worn with centuries of foot traffic. By the eighteenth century, Oxford Street had shed its grim associations and reinvented itself as a fashionable promenade. Shops proliferated along its length, and it became a place to see and be seen – something Virginia Woolf captured memorably in her 1932 essay The Oxford Street Tide, in which she described it as a “bright stream” where “everything glitters and twinkles.” The great department stores that arrived in the Victorian and Edwardian eras: Peter Robinson in the 1830s, Selfridges opening in 1909, John Lewis expanding steadily through the twentieth century, turned that social energy into commercial power and gave the street its modern identity as the retail heart of the capital. |
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But Oxford Street has also spent much of the last century in a battle with the motor car. Horse-drawn omnibuses had given way to motorised buses by the early twentieth century, and by the postwar decades, the street was carrying some of the heaviest traffic loads in Europe, its pavements permanently crowded, its air thick with exhaust. Pedestrianisation was first seriously floated in the 1960s and resurfaced repeatedly in the decades that followed: under Ken Livingstone, who explored closing it to through traffic in the early 2000s; under Boris Johnson, whose administration commissioned studies and consultations that ultimately went nowhere. Each attempt foundered on the same set of problems: the sheer number of bus routes threading through the corridor, the servicing demands of major retailers, and the difficulty of achieving political consensus across multiple boroughs and stakeholders. But the Elizabeth line changed everything. With a high-frequency east-west underground service now running beneath the street, the case for maintaining dozens of surface bus routes weakened considerably. TfL had already begun reducing bus numbers through the corridor in the years prior; the conditions that had blocked pedestrianisation for sixty years quietly shifting. |
But Oxford Street has also spent much of the last century in a battle with the motor car. Horse-drawn omnibuses had given way to motorised buses by the early twentieth century, and by the postwar decades, the street was carrying some of the heaviest traffic loads in Europe, its pavements permanently crowded, its air thick with exhaust. Pedestrianisation was first seriously floated in the 1960s and resurfaced repeatedly in the decades that followed: under Ken Livingstone, who explored closing it to through traffic in the early 2000s; under Boris Johnson, whose administration commissioned studies and consultations that ultimately went nowhere. Each attempt foundered on the same set of problems: the sheer number of bus routes threading through the corridor, the servicing demands of major retailers, and the difficulty of achieving political consensus across multiple boroughs and stakeholders. But the Elizabeth line changed everything. With a high-frequency east-west underground service now running beneath the street, the case for maintaining dozens of surface bus routes weakened considerably. TfL had already begun reducing bus numbers through the corridor in the years prior; the conditions that had blocked pedestrianisation for sixty years quietly shifting. |
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East directors, from left to right: Dann Jessen, Judith Lösing and Julian Lewis. (Credit: Tara Darby) |
East directors, from left to right: Dann Jessen, Judith Lösing and Julian Lewis. (Credit: Tara Darby) |
The current scheme, led by Hawkins\Brown on strategy and East on delivery, removes vehicles from the central section of the street between Marble Arch and St Giles Circus, replacing a movement corridor with something genuinely closer to a civic space. I spoke to Darryl Chen of Hawkins\Brown and Julian Lewis of East about what that transformation involves. Read the full interview here. |
The current scheme, led by Hawkins\Brown on strategy and East on delivery, removes vehicles from the central section of the street between Marble Arch and St Giles Circus, replacing a movement corridor with something genuinely closer to a civic space. I spoke to Darryl Chen of Hawkins\Brown and Julian Lewis of East about what that transformation involves. Read the full interview here. |
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